Integrated Vehicle Charging Panel System and Method of Use

ABSTRACT

A system for vehicle charging comprising: an electrical storage unit disposed on a charge receiving vehicle; at least one integrated charging panel in electrical communication with the electrical storage unit, the at least one integrated charging panel configured to receive a charge at a charging site; a charge receiving vehicle controller configured to communicate with the charging site to determine a compatibility of the at least one integrated charging panel to receive charging from the charging site; wherein the at least one integrated charging panel receives a charge from the charging site wherein the charge receiving vehicle is charged.

CROSS REFERENCE TO RELATED APPLICATIONS

The present application claims the benefits of and priority, under 35U.S.C. §119(e), to U.S. Provisional Application Ser. No. 62/255,214,filed on Nov. 13, 2015, entitled “Electric Vehicle Systems andOperation”; 62/259,536, filed Nov. 24, 2015, entitled “ChargingTransmission Line Under Roadway for Moving Electric Vehicle”;62/266,452, filed Dec. 11, 2015, entitled “Charging Transmission LineUnder Roadway for Moving Electric Vehicle”; 62/269,764, filed Dec. 18,2015, entitled “Conditional Progressive Degradation of Electric VehiclePower Supply System”; 62/300,606, filed Feb. 26, 2016, entitled“Charging Transmission Line Under Roadway for Moving Electric Vehicle”;and 62/310,387, filed Mar. 18, 2016, entitled “Distributed ProcessingNetwork for Rechargeable Electric Vehicle Tracking and Routing.” Theentire disclosures of the applications listed above are herebyincorporated by reference, in their entirety, for all that they teachand for all purposes.

This application is also related to U.S. patent application Ser. No.14/954,436, filed on Nov. 30, 2015, entitled “Electric Vehicle RoadwayCharging System and Method of Use” (Attorney Docket No. 8322-2); Ser.No. 14/954,484, filed on Nov. 30, 2015, entitled “Electric VehicleCharging Device Positioning and Method of Use” (Attorney Docket No.8322-3); Ser. No. 14/979,158, filed on Dec. 22, 2015, entitled “ElectricVehicle Charging Device Alignment and Method of Use” (Attorney DocketNo. 8322-4); Ser. No. 14/981,368, filed on Dec. 28, 2015, entitled“Electric Vehicle Charging Device Obstacle Avoidance and Warning Systemand Method of Use” (Attorney Docket No. 8322-5); Ser. No. 15/010,701,filed on Jan. 29, 2016, entitled “Electric Vehicle Emergency ChargingSystem and Method of Use” (Attorney Docket No. 8322-7); Ser. No.15/010,921, filed on Jan. 29, 2016, entitled “Electric Vehicle AerialVehicle Charging System and Method of Use” (Attorney Docket No. 8322-8);Ser. No. 15/044,940, filed on Feb. 16, 2016, entitled “Electric VehicleOverhead Charging System and Method of Use” (Attorney Docket No.8322-11); Ser. No. 15/048,307, filed on Feb. 19, 2016, entitled“Electric Vehicle Charging Station System and Method of Use” (AttorneyDocket No. 8322-10); Ser. No. 15/143,083, filed on Apr. 29, 2016,entitled “Vehicle to Vehicle Charging System and Method of Use”(Attorney Docket No. 8322-16); Ser. No. 15/145,416, filed on May 3,2016, entitled “Electric Vehicle Optical Charging System and Method ofUse” (Attorney Docket No. 8322-15); Ser. No. 15/169,073, filed on May31, 2016, entitled “Vehicle Charge Exchange System and Method of Use”(Attorney Docket No. 8322-17); Ser. No. 15/170,406, filed Jun. 1, 2016,entitled “Vehicle Group Charging System and method of Use” (Attorney No.8322-18); and Ser. No. 15/196,898, filed Jun. 29, 2016, entitled“Predictive Charging System and Method of Use” (Attorney No. 832-19).

The entire disclosures of the applications listed above are herebyincorporated by reference, in their entirety, for all that they teachand for all purposes.

FIELD

The present disclosure is generally directed to vehicle systems, inparticular, toward electric and/or hybrid-electric vehicles.

BACKGROUND

In recent years, transportation methods have changed substantially. Thischange is due in part to a concern over the limited availability ofnatural resources, a proliferation in personal technology, and asocietal shift to adopt more environmentally friendly transportationsolutions. These considerations have encouraged the development of anumber of new flexible-fuel vehicles, hybrid-electric vehicles, andelectric vehicles.

While these vehicles appear to be new they are generally implemented asa number of traditional subsystems that are merely tied to analternative power source. In fact, the design and construction of thevehicles is limited to standard frame sizes, shapes, materials, andtransportation concepts. Among other things, these limitations fail totake advantage of the benefits of new technology, power sources, andsupport infrastructure.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a vehicle in accordance with embodiments of the presentdisclosure;

FIG. 2 shows a vehicle in an environment in accordance with embodimentsof the present disclosure;

FIG. 3 is a diagram of an embodiment of a data structure for storinginformation about a vehicle in an environment;

FIG. 4A shows a vehicle in a user environment in accordance withembodiments of the present disclosure;

FIG. 4B shows a vehicle in a fleet management and automated operationenvironment in accordance with embodiments of the present disclosure;

FIG. 4C shows an embodiment of the instrument panel of the vehicleaccording to one embodiment of the present disclosure;

FIG. 5 shows charging areas associated with an environment in accordancewith embodiments of the present disclosure;

FIG. 6 shows a vehicle in a roadway charging environment in accordancewith embodiments of the present disclosure;

FIG. 7 shows a vehicle in a robotic charging station environment inaccordance with another embodiment of the present disclosure;

FIG. 8 shows a vehicle in an overhead charging environment in accordancewith another embodiment of the present disclosure;

FIG. 9 shows a vehicle in a roadway environment comprising roadwayvehicles in accordance with another embodiment of the presentdisclosure;

FIG. 10 shows a vehicle in an aerial vehicle charging environment inaccordance with another embodiment of the present disclosure;

FIG. 11 shows a vehicle in an emergency charging environment inaccordance with embodiments of the present disclosure;

FIG. 12 is a perspective view of a vehicle in accordance withembodiments of the present disclosure;

FIG. 13 is a plan view of a vehicle in accordance with at least someembodiments of the present disclosure;

FIG. 14 is a plan view of a vehicle in accordance with embodiments ofthe present disclosure;

FIG. 15 is a block diagram of an embodiment of an electrical system ofthe vehicle;

FIG. 16 is a block diagram of an embodiment of a power generation unitassociated with the electrical system of the vehicle;

FIG. 17 is a block diagram of an embodiment of power storage associatedwith the electrical system of the vehicle;

FIG. 18 is a block diagram of an embodiment of loads associated with theelectrical system of the vehicle;

FIG. 19. is a block diagram of an exemplary embodiment of acommunications subsystem of the vehicle;

FIG. 20 shows a vehicle in a vehicle to vehicle roadway chargingenvironment in accordance with embodiments of the present disclosure;

FIG. 21 is a block diagram of a charging panel control system;

FIG. 22A shows a first state of a graphical user interface used inaligning a charging panel of an electrical vehicle to receive a charge;

FIG. 22B shows a second state of the graphical user interface of FIG.22A;

FIG. 23 is a flow or process diagram of a method of vehicle to vehiclecharging;

FIG. 24 shows a vehicle and optical charging station in an opticalcharging environment in accordance with embodiments of the presentdisclosure;

FIG. 25 is a diagram of an embodiment of a data structure for storinginformation about a vehicle in an optical charging environment;

FIG. 26 is a flow or process diagram of a method of optical charging;

FIG. 27 shows a vehicle in a charge exchange environment in accordancewith embodiments of the present disclosure;

FIG. 28A is a diagram of an embodiment of a data structure for storinginformation about an external charging source in a charge exchangeenvironment;

FIG. 28B is a diagram of an embodiment of a data structure for storinginformation about a receiving vehicle in a charge exchange environment;

FIG. 29 is a flow or process diagram of a method of charge exchanging;

FIG. 30 shows a group charging environment in accordance withembodiments of the present disclosure;

FIG. 31 is a diagram of an embodiment of a data structure for storinginformation about a group charging environment;

FIG. 32 is a flow or process diagram of a method of group charging;

FIG. 33 shows a vehicle in a predictive charging environment inaccordance with embodiments of the present disclosure;

FIG. 34 is a diagram of an embodiment of a data structure for storinginformation about predictive charging in a predictive chargingenvironment;

FIG. 35 is a flow or process diagram of a method of predictive charging;

FIG. 36 shows a vehicle in an integrated vehicle charging panelenvironment in accordance with embodiments of the present disclosure;

FIG. 37 shows a block diagram of an integrated vehicle charging panelsystem; and

FIG. 38 shows a flow or process diagram of a method of use of anintegrated vehicle charging panel system.

To assist in the understanding of the present invention the followinglist of components and associated numbering found in the drawings isprovided herein:

# Component  10 System  100 Vehicle  110 Vehicle front  120 Vehicle aft 130 Vehicle roof  140 Vehicle undercarriage  150 Vehicle interior  160Vehicle side  210 Vehicle database  220 Vehicle driver  230 Vehiclepassengers  240 Remote operator system  250 Roadway system  254 Roboticcharging system  258 Overhead charging system  260 Roadway vehicles  270Emergency charging vehicle system  280 Aerial vehicle charging system 290 Autonomous environment  300 Data structure  310A-M Data structurefields  400 Instrument panel  410 Steering wheel  420 Vehicleoperational display  424 Auxiliary display  428 Power management display 432 Charging manual controller  434 Head-up display  504 Roadway  516(Charging) Power source  520 Charging plate  520A-C Roadway chargingareas  530 Direction one  532 Direction two  540A Parking space  540BTraffic controlled space  608 Charging panel (retracted)  608′ Chargingpanel (deployed)  610 Charging panel controller  612 Energy storage unit 622 Charge provider controller  624 Transmission line  626 Vehiclesensors  700 Robotic unit  704 Robotic unit arm  713 Robotic unitdatabase  810 Tower  814 First wire  818 Second wire  820 Pantograph 824 Overhead contact  834 Overhead charging data structure  910 Roadwaypassive vehicles  920 Roadway active vehicles  921 Charging vehicle  922Charging vehicle arm  923 Charging vehicle arm controller  924 DistanceSensor  925 Receiving vehicle 1010 Tether 1140 Charging cable 1150Connector 1204 Frame 1208 Body (Panels) 1308 Power Source 1308A FirstPower Source 1308B Second Power Source 1312 Electric Motor 1314 MotorController 1316 Bumpers 1316A Front Bumper 1316B Rear Bumper 1320 DriveWheel 1324 Charge Controller 1328 Electrical Interconnection 1332Redundant Electrical Interconnection 1336 Energy Recovery System 1402Broken Section 1404 Charging Plug/Receptacle 1408 Power TransmissionInterconnection 1412 Inductive Charger 1500 Electrical system 1504 PowerGeneration Unit 1508 Loads 1512 Billing and Cost unit 1604 Generatorpower source 1608 Wired or wireless charging power source 1612Regenerative braking system 1616 Solar array 1618 ElectricalInterconnection 1620 Power source interface 1624 Electrical Interface1628 Mechanical Interface 1632 Electrical Converter 1638 Conditioner1704 Battery and/or capacitors 1708 Charge Management unit 1804 Electricmotor 1808 User interaction loads 1812 Environmental loads 1816 Sensorloads 1820 Safety loads 2000 Vehicle to vehicle charging system 2100Vehicle to vehicle control system 2200 Graphical user interface 2204Display device 2208 Feedback adjustment image one 2208′ Feedbackadjustment image two 2212 (Charging) Power Source centerline icon 2216(Charging) Power Source icon 2220 Charging Plate centerline icon 2224Alignment instruction 2334 Vehicle to vehicle charging system datastructure 2400 Optical charging system 2410 Optical charging station2420 Optical charging station base 2422 Optical charging station antennacontroller 2424 Optical charging station antenna 2430 Optical chargingstation signal 2450 Optical charge receiving vehicle 2452 Receivingvehicle antenna/PV array controller 2454 Receiving vehicle antenna 2456Receiving vehicle PV array 2458 Receiving vehicle converter 2460Receiving vehicle signal 2470 Vehicle optical charging data structure2475A-O Vehicle optical charging data structure fields 2700 Chargeexchange system 2710 Vehicle charging source 2720 Charge source database2722 Charge source data structure 2724A-M Charge source data structurefields 2730 Home charge source 2740 Business charge source 2822Receiving vehicle data structure 2824A-K Receiving vehicle datastructure fields 3000 Group charging system 3010 Base station 3020 Basestation database 3022 Base station data structure 2024A-K Base stationdata structure fields 3030 Base station business module 3040 Basestation communications module 3050 Raw services/goods/materials 3060Competitive climate 3070 Economic climate 3080 Other business climate3300 Predictive charging system 3310 Predictive charging station 3320Predictive charging database 3322 Predictive charging data structure3330 Predictive charging analysis module 3340 Predictive chargingcommunications module 3350 Predictive charging billing module 3360Predictive charging user initialization module 3608 Integrated chargingpanel 3610 Integrated charging panel controller 3700 Integrated chargingpanel system 3710 Charging communication 3712 Charging site 3713 Sitecharging source database

SUMMARY

The disclosure provides a system and method of use to provide electricvehicle charging. Specifically, systems and methods to provide a chargeexchange system are presented.

In one embodiment, a system for vehicle charging, the system comprising:an electrical storage unit disposed on a charge receiving vehicle; atleast one integrated charging panel in electrical communication with theelectrical storage unit, the at least one integrated charging panelconfigured to receive a charge at a charging site; a charge receivingvehicle controller configured to communicate with the charging site todetermine a compatibility of the at least one integrated charging panelto receive charging from the charging site; wherein the at least oneintegrated charging panel receives a charge from the charging sitewherein the charge receiving vehicle is charged.

In another embodiment, a method of vehicle charging is disclosed, themethod comprising: providing a charge receiving vehicle comprising: anelectrical storage unit; at least one integrated charging panel inelectrical communication with the electrical storage unit, the at leastone integrated charging panel configured to receive a charge at acharging site; and a charge receiving vehicle controller configured tocommunicate with the charging site to determine a compatibility of theat least one integrated charging panel to receive charging from thecharging site; determining, by a microprocessor, if charging of theelectrical storage unit is desired; driving the charge receiving vehicleto the charging site; determining, by the microprocessor, a compatiblecharging configuration between the charge receiving vehicle and thecharging site to enable charging of the charge receiving vehicle;maneuvering, by the microprocessor, the at least one charging panel toreceive charging from the charging site; wherein the at least oneintegrated charging panel receives a charge from the charging sitewherein the charge receiving vehicle is charged.

In some embodiments, the system and/or the method may further comprise acharging plate configured to provide a charge to the at least oneintegrated charging panel; wherein the charging is induction charging;wherein the charge receiving vehicle further comprises a vehicledatabase comprising charging compatibility data; wherein the at leastone integrated charging panel is disposed on the charge receivingvehicle at a first vehicle location comprising a door panel, a roof, ahatchback panel, a hood, a quarter panel, an undercarriage and a bumper;wherein the at least one integrated charging panel is disposed on thecharge receiving vehicle at a first location, the first location not onthe undercarriage; wherein the at least one integrated charging panel isconfigured to operate in a plurality of states comprising a retractedstate and a deployed state, wherein the at least one integrated chargingpanel conforms to an exterior surface shape of the charge receivingvehicle when in the retracted state; wherein the charge receivingvehicle controller is configured to move the at least one integratedcharging panel between the retracted state and the deployed state;wherein the charging site further comprises a charging plate configuredto provide a charge to the at least one integrated charging panel, andfurther comprising an actuator interconnected to the at least oneintegrated charging panel and to the charge receiving vehicle, whereinthe actuator is configured to maneuver the at least one integratedcharging panel relative to the charging plate; at least one range sensorinterconnected to the at least one integrated charging panel, the atleast one range sensor configured to measure a first measured distancebetween a first point on the at least one integrated charging panel anda second point on the charging plate; wherein the first point of the atleast one integrated charging panel is positioned at a selectabledesired separation distance from the second point on the charging plate,wherein the selectable desired separation distance is selected from avehicle database; wherein the positioning of the first point to theselectable desired separation distance is performed automatically byactuation of the actuator; wherein the actuator is configured to movethe at least one integrated charging panel in both a vertical and alateral direction; wherein the at least one integrated charging panel isa plurality of integrated charging panels; wherein the plurality ofintegrated charging panels are disposed on the charge receiving vehicleat a first vehicle location comprising a door panel, a roof, a hatchbackpanel, a hood, a quarter panel, an undercarriage and a bumper.

The term “mains electricity” and variations thereof, as used herein,refer to the general-purpose alternating-current (AC) electric powersupply. In the US, mains electric power is referred to by several namesincluding household power, household electricity, house current,powerline, domestic power, wall power, line power, AC power, city power,street power, and grid power.

The term “PV” means photovoltaic and generally refers to a means ormethod of converting light or solar energy into electricity.

The term “PV array” means at assembly of PV cells or modules.

DETAILED DESCRIPTION

Embodiments of the present disclosure will be described in connectionwith a vehicle, and in accordance with one exemplary embodiment anelectric vehicle and/or hybrid-electric vehicle and associated systems.

With attention to FIGS. 1-38, embodiments of the electric vehicle system10 and method of use are depicted.

Referring to FIG. 1, the electric vehicle system comprises electricvehicle 100. The electric vehicle 100 comprises vehicle front 110,vehicle aft 120, vehicle roof 130, vehicle side 160, vehicleundercarriage 140 and vehicle interior 150.

Referring to FIG. 2, the vehicle 100 is depicted in a plurality ofexemplary environments. The vehicle 100 may operate in any one or moreof the depicted environments in any combination. Other embodiments arepossible but are not depicted in FIG. 2. Generally, the vehicle 100 mayoperate in environments which enable charging of the vehicle 100 and/oroperation of the vehicle 100. More specifically, the vehicle 100 mayreceive a charge via one or more means comprising emergency chargingvehicle system 270, aerial vehicle charging system 280, roadway system250, robotic charging system 254 and overhead charging system 258. Thevehicle 100 may interact and/or operate in an environment comprising oneor more other roadway vehicles 260. The vehicle 100 may engage withelements within the vehicle 100 comprising vehicle driver 220, vehiclepassengers 220 and vehicle database 210. In one embodiment, vehicledatabase 210 does not physically reside in the vehicle 100 but isinstead accessed remotely, e.g. by wireless communication, and residesin another location such as a residence or business location. Vehicle100 may operate autonomously and/or semi-autonomously in an autonomousenvironment 290 (here, depicted as a roadway environment presenting aroadway obstacle of which the vehicle 100 autonomously identifies andsteers the vehicle 100 clear of the obstacle). Furthermore, the vehicle100 may engage with a remote operator system 240, which may providefleet management instructions or control.

FIG. 3 is a diagram of an embodiment of a data structure 300 for storinginformation about a vehicle 100 in an environment. The data structuremay be stored in vehicle database 210. Generally, data structure 300identifies operational data associated with charging types 310A. Thedata structures 300 may be accessible by a vehicle controller. The datacontained in data structure 300 enables, among other things, for thevehicle 100 to receive a charge from a given charging type.

Exemplar data comprises charging type 310A comprising a manual chargingstation 310J, robotic charging station 310K such as robotic chargingsystem 254, a roadway charging system 310L such as those of roadwaysystem 250, an emergency charging system 310M such as that of emergencycharging vehicle system 270, an emergency charging system 310N such asthat of aerial vehicle charging system 280, and overhead charging type3100 such as that of overhead charging system 258.

Compatible vehicle charging panel types 310B comprise locations onvehicle 100 wherein charging may be received, such as vehicle roof 130,vehicle side 160 and vehicle lower or undercarriage 140. Compatiblevehicle storage units 310C data indicates storage units types that mayreceive power from a given charging type 310A. Available automationlevel 310D data indicates the degree of automation available for a givencharging type; a high level may indicate full automation, allowing thevehicle driver 220 and/or vehicle passengers 230 to not involvethemselves in charging operations, while a low level of automation mayrequire the driver 220 and/or occupant 230 to manipulate/position avehicle charging device to engage with a particular charging type 310Ato receive charging. Charging status 310E indicates whether a chargingtype 310A is available for charging (i.e. is “up”) or is unavailable forcharging (i.e. is “down”). Charge rate 310F provides a relative valuefor time to charge, while Cost 310G indicates the cost to vehicle 100 toreceive a given charge. The Other data element 310H may provideadditional data relevant to a given charging type 310A, such as arecommended separation distance between a vehicle charging plate and thecharging source. The Shielding data element 310I indicates ifelectromagnetic shielding is recommended for a given charging type 310Aand/or charging configuration. Further data fields 310P, 310Q arepossible.

FIG. 4A depicts the vehicle 100 in a user environment comprising vehicledatabase 210, vehicle driver 220 and vehicle passengers 230. Vehicle 100further comprises vehicle instrument panel 400 to facilitate or enableinteractions with one or more of vehicle database 210, vehicle driver220 and vehicle passengers 230. In one embodiment, driver 210 interactswith instrument panel 400 to query database 210 so as to locateavailable charging options and to consider or weigh associated terms andconditions of the charging options. Once a charging option is selected,driver 210 may engage or operate a manual control device (e.g., ajoystick) to position a vehicle charging receiver panel so as to receivea charge.

FIG. 4B depicts the vehicle 100 in a user environment comprising aremote operator system 240 and an autonomous driving environment 290. Inthe remote operator system 240 environment, a fleet of electric vehicles100 (or mixture of electric and non-electric vehicles) is managed and/orcontrolled remotely. For example, a human operator may dictate that onlycertain types of charging types are to be used, or only those chargingtypes below a certain price point are to be used. The remote operatorsystem 240 may comprise a database comprising operational data, such asfleet-wide operational data. In another example, the vehicle 100 mayoperate in an autonomous driving environment 290 wherein the vehicle 100is operated with some degree of autonomy, ranging from completeautonomous operation to semi-automation wherein only specific drivingparameters (e.g., speed control or obstacle avoidance) are maintained orcontrolled autonomously. In FIG. 4B, autonomous driving environment 290depicts an oil slick roadway hazard that triggers that triggers thevehicle 100, while in an automated obstacle avoidance mode, toautomatically steer around the roadway hazard.

FIG. 4C shows one embodiment of the vehicle instrument panel 400 ofvehicle 100. Instrument panel 400 of vehicle 100 comprises steeringwheel 410, vehicle operational display 420 (which would provide basicdriving data such as speed), one or more auxiliary displays 424 (whichmay display, e.g., entertainment applications such as music or radioselections), heads-up display 434 (which may provide, e.g., guidanceinformation such as route to destination, or obstacle warninginformation to warn of a potential collision, or some or all primaryvehicle operational data such as speed), power management display 428(which may provide, e.g., data as to electric power levels of vehicle100), and charging manual controller 432 (which provides a physicalinput, e.g. a joystick, to manual maneuver, e.g., a vehicle chargingplate to a desired separation distance). One or more of displays ofinstrument panel 400 may be touch-screen displays. One or more displaysof instrument panel 400 may be mobile devices and/or applicationsresiding on a mobile device such as a smart phone.

FIG. 5 depicts a charging environment of a roadway charging system 250.The charging area may be in the roadway 504, on the roadway 504, orotherwise adjacent to the roadway 504, and/or combinations thereof. Thisstatic charging area 520B may allow a charge to be transferred evenwhile the electrical vehicle 100 is moving. For example, the staticcharging area 520B may include a charging transmitter (e.g., conductor,etc.) that provides a transfer of energy when in a suitable range of areceiving unit (e.g., an inductor pick up, etc.). In this example, thereceiving unit may be a part of the charging panel associated with theelectrical vehicle 100.

The static charging areas 520A, 520B may be positioned a static areasuch as a designated spot, pad, parking space 540A, 540B, trafficcontrolled space (e.g., an area adjacent to a stop sign, traffic light,gate, etc.), portion of a building, portion of a structure, etc., and/orcombinations thereof. Some static charging areas may require that theelectric vehicle 100 is stationary before a charge, or electrical energytransfer, is initiated. The charging of vehicle 100 may occur by any ofseveral means comprising a plug or other protruding feature. The powersource 516A, 516B may include a receptacle or other receiving feature,and/or vice versa.

The charging area may be a moving charging area 520C. Moving chargingareas 520C may include charging areas associated with one or moreportions of a vehicle, a robotic charging device, a tracked chargingdevice, a rail charging device, etc., and/or combinations thereof. In amoving charging area 520C, the electrical vehicle 100 may be configuredto receive a charge, via a charging panel, while the vehicle 100 ismoving and/or while the vehicle 100 is stationary. In some embodiments,the electrical vehicle 100 may synchronize to move at the same speed,acceleration, and/or path as the moving charging area 520C. In oneembodiment, the moving charging area 520C may synchronize to move at thesame speed, acceleration, and/or path as the electrical vehicle 100. Inany event, the synchronization may be based on an exchange ofinformation communicated across a communications channel between theelectric vehicle 100 and the charging area 520C. Additionally oralternatively, the synchronization may be based on informationassociated with a movement of the electric vehicle 100 and/or the movingcharging area 520C. In some embodiments, the moving charging area 520Cmay be configured to move along a direction or path 532 from an originposition to a destination position 520C′.

In some embodiments, a transformer may be included to convert a powersetting associated with a main power supply to a power supply used bythe charging areas 520A-C. For example, the transformer may increase ordecrease a voltage associated with power supplied via one or more powertransmission lines.

Referring to FIG. 6, a vehicle 100 is shown in a charging environment inaccordance with embodiments of the present disclosure. The system 10comprises a vehicle 100, an electrical storage unit 612, an externalpower source 516 able to provide a charge to the vehicle 100, a chargingpanel 608 mounted on the vehicle 100 and in electrical communicationwith the electrical storage unit 612, and a vehicle charging panelcontroller 610. The charging panel controller 610 may determine if theelectrical storage unit requires charging and if conditions allow fordeployment of a charging panel. The vehicle charging panel 608 mayoperate in at least a retracted state and a deployed state (608 and 608′as shown is FIG. 6), and is movable by way of an armature.

The charging panel controller 610 may receive signals from vehiclesensors 626 to determine, for example, if a hazard is present in thepath of the vehicle 100 such that deployment of the vehicle chargingpanel 608 is inadvisable. The charging panel controller 610 may alsoquery vehicle database 210 comprising data structures 300 to establishother required conditions for deployment. For example, the database mayprovide that a particular roadway does not provide a charging service orthe charging service is inactive, wherein the charging panel 108 wouldnot be deployed.

The power source 516 may include at least one electrical transmissionline 624 and at least one power transmitter or charging area 520. Duringa charge, the charging panel 608 may serve to transfer energy from thepower source 516 to at least one energy storage unit 612 (e.g., battery,capacitor, power cell, etc.) of the electric vehicle 100.

FIG. 7 shows a vehicle 100 in a charging station environment 254 inaccordance with another embodiment of the present disclosure. Generally,in this embodiment of the invention, charging occurs from a robotic unit700.

Robotic charging unit 700 comprises one or more robotic unit arms 704,at least one robotic unit arm 704 interconnected with charging plate520. The one or more robotic unit arms 704 manoeuver charging plate 520relative to charging panel 608 of vehicle 100. Charging plate 520 ispositioned to a desired or selectable separation distance, as assistedby a separation distance sensor disposed on charging plate 520. Chargingplate 520 may remain at a finite separation distance from charging panel608, or may directly contact charging panel (i.e. such that separationdistance is zero). Charging may be by induction. In alternativeembodiments, separation distance sensor is alternatively or additionallydisposed on robotic arm 704. Vehicle 100 receives charging via chargingpanel 608 which in turn charges energy storage unit 612. Charging panelcontroller 610 is in communication with energy storage unit 612,charging panel 608, vehicle database 300, charge provider controller622, and/or any one of elements of instrument panel 400.

Robotic unit further comprises, is in communication with and/or isinterconnected with charge provider controller 622, power source 516 anda robotic unit database. Power source 516 supplies power, such aselectrical power, to charge plate 520 to enable charging of vehicle 100via charging panel 608. Controller 622 manoeuvers or operates roboticunit 704, either directly and/or completely or with assistance from aremote user, such as a driver or passenger in vehicle 100 by way of, inone embodiment, charging manual controller 432.

FIG. 8 shows a vehicle 100 in an overhead charging environment inaccordance with another embodiment of the present disclosure. Generally,in this embodiment of the invention, charging occurs from an overheadtowered charging system 258, similar to existing commuter rail systems.Such an overhead towered system 258 may be easier to build and repaircompared to in-roadway systems. Generally, the invention includes aspecially-designed overhead roadway charging system comprising anoverhead charging cable or first wire 814 that is configured to engagean overhead contact 824 which provides charge to charging panel 608which provides charge to vehicle energy storage unit 612. The overheadtowered charging system 258 may further comprise second wire 818 toprovide stability and structural strength to the roadway charging system800. The first wire 814 and second wire 818 are strung between towers810.

The overhead charging cable or first wire 814 is analogous to a contactwire used to provide charging to electric trains or other vehicles. Anexternal source provides or supplies electrical power to the first wire814. The charge provider comprises an energy source i.e. a providerbattery and a provider charge circuit or controller in communicationwith the provider battery. The overhead charging cable or first wire 814engages the overhead contact 824 which is in electrical communicationwith charge receiver panel 108. The overhead contact 824 may compriseany known means to connect to overhead electrical power cables, such asa pantograph 820, a bow collector, a trolley pole or any means known tothose skilled in the art. Further disclosure regarding electrical poweror energy transfer via overhead systems is found in US Pat. Publ. No.2013/0105264 to Ruth entitled “Pantograph Assembly,” the entire contentsof which are incorporated by reference for all purposes. In oneembodiment, the charging of vehicle 100 by overhead charging system 800via overhead contact 824 is by any means know to those skilled in theart, to include those described in the above-referenced US Pat. Publ.No. 2013/0105264 to Ruth.

The overhead contact 824 presses against the underside of the lowestoverhead wire of the overhead charging system, i.e. the overheadcharging cable or first wire 814, aka the contact wire. The overheadcontact 824 may be electrically conductive. Alternatively, oradditionally, the overhead contact 824 may be adapted to receiveelectrical power from overhead charging cable or first wire 814 byinductive charging.

In one embodiment, the receipt and/or control of the energy provided viaoverhead contact 824 (as connected to the energy storage unit 612) isprovided by receiver charge circuit or charging panel controller 110.

Overhead contact 824 and/or charging panel 608 may be located anywhereon vehicle 100, to include, for example, the roof, side panel, trunk,hood, front or rear bumper of the charge receiver 100 vehicle, as longas the overhead contact 824 may engage the overhead charging cable orfirst wire 814. Charging panel 108 may be stationary (e.g. disposed onthe roof of vehicle 100) or may be moveable, e.g. moveable with thepantograph 820. Pantograph 820 may be positioned in at least two statescomprising retracted and extended. In the extended state pantograph 820engages first wire 814 by way of the overhead contact 824. In theretracted state, pantograph 820 may typically reside flush with the roofof vehicle 100 and extend only when required for charging. Control ofthe charging and/or positioning of the charging plate 608, pantograph820 and/or overhead contact 824 may be manual, automatic orsemi-automatic (such as via controller 610); said control may beperformed through a GUI engaged by driver or occupant of receivingvehicle 100 and/or driver or occupant of charging vehicle.

FIG. 9 shows a vehicle in a roadway environment comprising roadwayvehicles 260 in accordance with another embodiment of the presentdisclosure. Roadway vehicles 260 comprise roadway passive vehicles 910and roadway active vehicles 920. Roadway passive vehicles 910 comprisevehicles that are operating on the roadway of vehicle 100 but do nocooperatively or actively engage with vehicle 100. Stated another way,roadway passive vehicles 910 are simply other vehicles operating on theroadway with the vehicle 100 and must be, among other things, avoided(e.g., to include when vehicle 100 is operating in an autonomous orsemi-autonomous manner). In contrast, roadway active vehicles 920comprise vehicles that are operating on the roadway of vehicle 100 andhave the capability to, or actually are, actively engaging with vehicle100. For example, the emergency charging vehicle system 270 is a roadwayactive vehicle 920 in that it may cooperate or engage with vehicle 100to provide charging. In some embodiments, vehicle 100 may exchange datawith a roadway active vehicle 920 such as, for example, data regardingcharging types available to the roadway active vehicle 920.

FIG. 10 shows a vehicle in an aerial vehicle charging environment inaccordance with another embodiment of the present disclosure. Generally,this embodiment involves an aerial vehicle (“AV”), such as an UnmannedAerial Vehicle (UAV), flying over or near a vehicle to provide a charge.The UAV may also land on the car to provide an emergency (or routine)charge. Such a charging scheme may be particularly suited for operationsin remote areas, in high traffic situations, and/or when the car ismoving. The AV may be a specially-designed UAV, aka RPV or drone, with acharging panel that can extend from the AV to provide a charge. The AVmay include a battery pack and a charging circuit to deliver a charge tothe vehicle. The AV may be a manned aerial vehicle, such as a pilotedgeneral aviation aircraft, such as a Cessna 172.

With reference to FIG. 10, an exemplar embodiment of a vehicle chargingsystem 100 comprising a charge provider configured as an aerial vehicle280, the aerial vehicle 280 comprising a power source 516 and chargeprovider controller 622. The AV may be semi-autonomous or fullyautonomous. The AV may have a remote pilot/operator providing controlinputs. The power source 516 is configured to provide a charge to acharging panel 608 of vehicle 100. The power source 516 is incommunication with the charge provider controller 622. The aerialvehicle 280 provides a tether 1010 to deploy or extend charging plate520 near to charging panel 608. The tether 1010 may comprise a chain,rope, rigid or semi-rigid tow bar or any means to position chargingplate 520 near charging panel 608. For example, tether 1010 may besimilar to a refueling probe used by airborne tanker aircraft whenrefueling another aircraft.

In one embodiment, the charging plate 520 is not in physicalinterconnection to AV 280, that is, there is no tether 1010. In thisembodiment, the charging plate 520 is positioned and controlled by AV280 by way of a controller on AV 280 or in communication with AV 280.

In one embodiment, the charging plate 520 position and/orcharacteristics (e.g. charging power level, flying separation distance,physical engagement on/off) are controlled by vehicle 100 and/or a userin or driver of vehicle 100.

Charge or power output of power source 516 is provided or transmitted tocharger plate 620 by way of a charging cable or wire, which may beintegral to tether 1010. In one embodiment, the charging cable isnon-structural, that is, it provides zero or little structural supportto the connection between AV 280 and charger plate 520.

Charging panel 608 of vehicle 100 receives power from charger plate 520.Charging panel 608 and charger plate 520 may be in direct physicalcontact (termed a “contact” charger configuration) or not in directphysical contact (termed a “flyer” charger configuration), but must beat or below a threshold (separation) distance to enable charging, suchas by induction. Energy transfer or charging from the charger plate 520to the charging panel 608 is inductive charging (i.e. use of an EM fieldto transfer energy between two objects). The charging panel 608 providesreceived power to energy storage unit 612 by way of charging panelcontroller 610. Charging panel controller 610 is in communication withvehicle database 210, vehicle database 210 comprising an AV chargingdata structure.

Charging panel 508 may be located anywhere on vehicle 100, to include,for example, the roof, side panel, trunk, hood, front or rear bumper andwheel hub of vehicle 100. Charging panel 608 is mounted on the roof ofvehicle 100 in the embodiment of FIG. 10. In some embodiments, chargingpanel 608 may be deployable, i.e. may extend or deploy only whencharging is needed. For example, charging panel 608 may typically resideflush with the roof of vehicle 100 and extend when required forcharging. Similarly, charger plate 520 may, in one embodiment, not beconnected to AV 280 by way of tether 1010 and may instead be mounteddirectly on the AV 280, to include, for example, the wing, empennage,undercarriage to include landing gear, and may be deployable orextendable when required. Tether 1010 may be configured to maneuvercharging plate 520 to any position on vehicle 100 so as to enablecharging. In one embodiment, the AV 280 may land on the vehicle 100 soas to enable charging through direct contact (i.e. the aforementionedcontact charging configuration) between the charging plate 520 and thecharging panel 608 of vehicle 100. Charging may occur while both AV 280and vehicle 100 are moving, while both vehicle 100 and AV 280 are notmoving (i.e., vehicle 100 is parked and AV 280 lands on top of vehicle100), or while vehicle 100 is parked and AV 280 is hovering or circlingabove. Control of the charging and/or positioning of the charging plate520 may be manual, automatic or semi-automatic; said control may beperformed through a GUI engaged by driver or occupant of receivingvehicle 100 and/or driver or occupant of charging AV 280.

FIG. 11 is an exemplar embodiment of a vehicle emergency charging systemcomprising an emergency charging vehicle 270 and charge receiver vehicle100 is disclosed. The emergency charging vehicle 270 is a road vehicle,such as a pick-up truck, as shown in FIG. 11. The emergency chargingvehicle 270 is configured to provide a charge to a charge receivervehicle 100, such as an automobile. The emergency charging vehicle 270comprises an energy source i.e. a charging power source 516 and a chargeprovider controller 622 in communication with the charging power source516. The emergency charging vehicle 270 provides a towed and/orarticulated charger plate 520, as connected to the emergency chargingvehicle 270 by connector 1150. The connector 1150 may comprise a chain,rope, rigid or semi-rigid tow bar or any means to position charger plate520 near the charging panel 608 of vehicle 100. Charge or power outputof charging power source 516 is provided or transmitted to charger plate520 by way of charging cable or wire 1140. In one embodiment, thecharging cable 1140 is non-structural, that is, it provides little or nostructural support to the connection between emergency charging vehicle270 and charging panel 608. Charging panel 608 (of vehicle 100) receivespower from charger plate 520. Charger plate 520 and charging panel 608may be in direct physical contact or not in direct physical contact, butmust be at or below a threshold separation distance to enable charging,such as by induction. Charger plate 520 may comprise wheels or rollersso as to roll along roadway surface. Charger plate 520 may also notcontact the ground surface and instead be suspended above the ground;such a configuration may be termed a “flying” configuration. In theflying configuration, charger plate may form an aerodynamic surface to,for example, facilitate stability and control of the positioning of thecharging plate 520. Energy transfer or charging from the charger plate520 to the charge receiver panel 608 is through inductive charging (i.e.use of an EM field to transfer energy between two objects). The chargingpanel 608 provides received power to energy storage unit 612 directly orby way of charging panel controller 610. In one embodiment, the receiptand/or control of the energy provided via the charging panel 608 isprovided by charging panel controller 610.

Charging panel controller 610 may be located anywhere on charge receivervehicle 100, to include, for example, the roof, side panel, trunk, hood,front or rear bumper and wheel hub of charge receiver 100 vehicle. Insome embodiments, charging panel 608 may be deployable, i.e. may extendor deploy only when charging is needed. For example, charging panel 608may typically stow flush with the lower plane of vehicle 100 and extendwhen required for charging. Similarly, charger plate 520 may, in oneembodiment, not be connected to the lower rear of the emergency chargingvehicle 270 by way of connector 1150 and may instead be mounted on theemergency charging vehicle 270, to include, for example, the roof, sidepanel, trunk, hood, front or rear bumper and wheel hub of emergencycharging vehicle 270. Connector 1150 may be configured to maneuverconnector plate 520 to any position on emergency charging vehicle 270 soas to enable charging. Control of the charging and/or positioning of thecharging plate may be manual, automatic or semi-automatic; said controlmay be performed through a GUI engaged by driver or occupant ofreceiving vehicle and/or driver or occupant of charging vehicle.

FIG. 12 shows a perspective view of a vehicle 100 in accordance withembodiments of the present disclosure. Although shown in the form of acar, it should be appreciated that the vehicle 100 described herein mayinclude any conveyance or model of a conveyance, where the conveyancewas designed for the purpose of moving one or more tangible objects,such as people, animals, cargo, and the like. The term “vehicle” doesnot require that a conveyance moves or is capable of movement. Typicalvehicles may include but are in no way limited to cars, trucks,motorcycles, busses, automobiles, trains, railed conveyances, boats,ships, marine conveyances, submarine conveyances, airplanes, spacecraft, flying machines, human-powered conveyances, and the like. In anyevent, the vehicle 100 may include a frame 1204 and one or more bodypanels 1208 mounted or affixed thereto. The vehicle 100 may include oneor more interior components (e.g., components inside an interior space150, or user space, of a vehicle 100, etc.), exterior components (e.g.,components outside of the interior space 150, or user space, of avehicle 100, etc.), drive systems, controls systems, structuralcomponents.

Referring now to FIG. 13, a plan view of a vehicle 100 will be describedin accordance with embodiments of the present disclosure. As providedabove, the vehicle 100 may comprise a number of electrical and/ormechanical systems, subsystems, etc. The mechanical systems of thevehicle 100 can include structural, power, safety, and communicationssubsystems, to name a few. While each subsystem may be describedseparately, it should be appreciated that the components of a particularsubsystem may be shared between one or more other subsystems of thevehicle 100.

The structural subsystem includes the frame 1204 of the vehicle 100. Theframe 1204 may comprise a separate frame and body construction (i.e.,body-on-frame construction), a unitary frame and body construction(i.e., a unibody construction), or any other construction defining thestructure of the vehicle 100. The frame 1204 may be made from one ormore materials including, but in no way limited to steel, titanium,aluminum, carbon fiber, plastic, polymers, etc., and/or combinationsthereof. In some embodiments, the frame 1204 may be formed, welded,fused, fastened, pressed, etc., combinations thereof, or otherwiseshaped to define a physical structure and strength of the vehicle 100.In any event, the frame 1204 may comprise one or more surfaces,connections, protrusions, cavities, mounting points, tabs, slots, orother features that are configured to receive other components that makeup the vehicle 100. For example, the body panels, powertrain subsystem,controls systems, interior components, communications subsystem, andsafety subsystem may interconnect with, or attach to, the frame 1204 ofthe vehicle 100.

The frame 1204 may include one or more modular system and/or subsystemconnection mechanisms. These mechanisms may include features that areconfigured to provide a selectively interchangeable interface for one ormore of the systems and/or subsystems described herein. The mechanismsmay provide for a quick exchange, or swapping, of components whileproviding enhanced security and adaptability over conventionalmanufacturing or attachment. For instance, the ability to selectivelyinterchange systems and/or subsystems in the vehicle 100 allow thevehicle 100 to adapt to the ever-changing technological demands ofsociety and advances in safety. Among other things, the mechanisms mayprovide for the quick exchange of batteries, capacitors, power sources1308A, 1308B, motors 1312, engines, safety equipment, controllers, userinterfaces, interiors exterior components, body panels 1208, bumpers1316, sensors, etc., and/or combinations thereof. Additionally oralternatively, the mechanisms may provide unique security hardwareand/or software embedded therein that, among other things, can preventfraudulent or low quality construction replacements from being used inthe vehicle 100. Similarly, the mechanisms, subsystems, and/or receivingfeatures in the vehicle 100 may employ poka-yoke, or mistake-proofing,features that ensure a particular mechanism is always interconnectedwith the vehicle 100 in a correct position, function, etc.

By way of example, complete systems or subsystems may be removed and/orreplaced from a vehicle 100 utilizing a single minute exchangeprinciple. In some embodiments, the frame 1204 may include slides,receptacles, cavities, protrusions, and/or a number of other featuresthat allow for quick exchange of system components. In one embodiment,the frame 1204 may include tray or ledge features, mechanicalinterconnection features, locking mechanisms, retaining mechanisms,etc., and/or combinations thereof. In some embodiments, it may bebeneficial to quickly remove a used power source 1308A, 1308B (e.g.,battery unit, capacitor unit, etc.) from the vehicle 100 and replace theused power source 1308A, 1308B with a charged power source. Continuingthis example, the power source 1308A, 1308B may include selectivelyinterchangeable features that interconnect with the frame 1204 or otherportion of the vehicle 100. For instance, in a power source 1308A, 1308Breplacement, the quick release features may be configured to release thepower source 1308A, 1308B from an engaged position and slide or moveaway from the frame 1204 of a vehicle 100. Once removed, the powersource 1308A, 1308B may be replaced (e.g., with a new power source, acharged power source, etc.) by engaging the replacement power sourceinto a system receiving position adjacent to the vehicle 100. In someembodiments, the vehicle 100 may include one or more actuatorsconfigured to position, lift, slide, or otherwise engage the replacementpower source with the vehicle 100. In one embodiment, the replacementpower source may be inserted into the vehicle 100 or vehicle frame 1204with mechanisms and/or machines that are external or separate from thevehicle 100.

In some embodiments, the frame 1204 may include one or more featuresconfigured to selectively interconnect with other vehicles and/orportions of vehicles. These selectively interconnecting features canallow for one or more vehicles to selectively couple together anddecouple for a variety of purposes. For example, it is an aspect of thepresent disclosure that a number of vehicles may be selectively coupledtogether to share energy, increase power output, provide security,decrease power consumption, provide towing services, and/or provide arange of other benefits. Continuing this example, the vehicles may becoupled together based on travel route, destination, preferences,settings, sensor information, and/or some other data. The coupling maybe initiated by at least one controller of the vehicle and/or trafficcontrol system upon determining that a coupling is beneficial to one ormore vehicles in a group of vehicles or a traffic system. As can beappreciated, the power consumption for a group of vehicles traveling ina same direction may be reduced or decreased by removing any aerodynamicseparation between vehicles. In this case, the vehicles may be coupledtogether to subject only the foremost vehicle in the coupling to airand/or wind resistance during travel. In one embodiment, the poweroutput by the group of vehicles may be proportionally or selectivelycontrolled to provide a specific output from each of the one or more ofthe vehicles in the group.

The interconnecting, or coupling, features may be configured aselectromagnetic mechanisms, mechanical couplings, electromechanicalcoupling mechanisms, etc., and/or combinations thereof. The features maybe selectively deployed from a portion of the frame 1204 and/or body ofthe vehicle 100. In some cases, the features may be built into the frame1204 and/or body of the vehicle 100. In any event, the features maydeploy from an unexposed position to an exposed position or may beconfigured to selectively engage/disengage without requiring an exposureor deployment of the mechanism from the frame 1204 and/or body. In someembodiments, the interconnecting features may be configured tointerconnect one or more of power, communications, electrical energy,fuel, and/or the like. One or more of the power, mechanical, and/orcommunications connections between vehicles may be part of a singleinterconnection mechanism. In some embodiments, the interconnectionmechanism may include multiple connection mechanisms. In any event, thesingle interconnection mechanism or the interconnection mechanism mayemploy the poka-yoke features as described above.

The power system of the vehicle 100 may include the powertrain, powerdistribution system, accessory power system, and/or any other componentsthat store power, provide power, convert power, and/or distribute powerto one or more portions of the vehicle 100. The powertrain may includethe one or more electric motors 1312 of the vehicle 100. The electricmotors 1312 are configured to convert electrical energy provided by apower source into mechanical energy. This mechanical energy may be inthe form of a rotational or other output force that is configured topropel or otherwise provide a motive force for the vehicle 100.

In some embodiments, the vehicle 100 may include one or more drivewheels 1320 that are driven by the one or more electric motors 1312 andmotor controllers 1314. In some cases, the vehicle 100 may include anelectric motor 1312 configured to provide a driving force for each drivewheel 1320. In other cases, a single electric motor 1312 may beconfigured to share an output force between two or more drive wheels1320 via one or more power transmission components. It is an aspect ofthe present disclosure that the powertrain include one or more powertransmission components, motor controllers 1314, and/or powercontrollers that can provide a controlled output of power to one or moreof the drive wheels 1320 of the vehicle 100. The power transmissioncomponents, power controllers, or motor controllers 1314 may becontrolled by at least one other vehicle controller described herein.

As provided above, the powertrain of the vehicle 100 may include one ormore power sources 1308A, 1308B. These one or more power sources 1308A,1308B may be configured to provide drive power, system and/or subsystempower, accessory power, etc. While described herein as a single powersource 1308 for sake of clarity, embodiments of the present disclosureare not so limited. For example, it should be appreciated thatindependent, different, or separate power sources 1308A, 1308B mayprovide power to various systems of the vehicle 100. For instance, adrive power source may be configured to provide the power for the one ormore electric motors 1312 of the vehicle 100, while a system powersource may be configured to provide the power for one or more othersystems and/or subsystems of the vehicle 100. Other power sources mayinclude an accessory power source, a backup power source, a criticalsystem power source, and/or other separate power sources. Separating thepower sources 1308A, 1308B in this manner may provide a number ofbenefits over conventional vehicle systems. For example, separating thepower sources 1308A, 1308B allow one power source 1308 to be removedand/or replaced independently without requiring that power be removedfrom all systems and/or subsystems of the vehicle 100 during a powersource 1308 removal/replacement. For instance, one or more of theaccessories, communications, safety equipment, and/or backup powersystems, etc., may be maintained even when a particular power source1308A, 1308B is depleted, removed, or becomes otherwise inoperable.

In some embodiments, the drive power source may be separated into two ormore cells, units, sources, and/or systems. By way of example, a vehicle100 may include a first drive power source 1308A and a second drivepower source 1308B. The first drive power source 1308A may be operatedindependently from or in conjunction with the second drive power source1308B and vice versa. Continuing this example, the first drive powersource 1308A may be removed from a vehicle while a second drive powersource 1308B can be maintained in the vehicle 100 to provide drivepower. This approach allows the vehicle 100 to significantly reduceweight (e.g., of the first drive power source 1308A, etc.) and improvepower consumption, even if only for a temporary period of time. In somecases, a vehicle 100 running low on power may automatically determinethat pulling over to a rest area, emergency lane, and removing, or“dropping off,” at least one power source 1308A, 1308B may reduce enoughweight of the vehicle 100 to allow the vehicle 100 to navigate to theclosest power source replacement and/or charging area. In someembodiments, the removed, or “dropped off,” power source 1308A may becollected by a collection service, vehicle mechanic, tow truck, or evenanother vehicle or individual.

The power source 1308 may include a GPS or other geographical locationsystem that may be configured to emit a location signal to one or morereceiving entities. For instance, the signal may be broadcast ortargeted to a specific receiving party. Additionally or alternatively,the power source 1308 may include a unique identifier that may be usedto associate the power source 1308 with a particular vehicle 100 orvehicle user. This unique identifier may allow an efficient recovery ofthe power source 1308 dropped off. In some embodiments, the uniqueidentifier may provide information for the particular vehicle 100 orvehicle user to be billed or charged with a cost of recovery for thepower source 1308.

The power source 1308 may include a charge controller 1324 that may beconfigured to determine charge levels of the power source 1308, controla rate at which charge is drawn from the power source 1308, control arate at which charge is added to the power source 1308, and/or monitor ahealth of the power source 1308 (e.g., one or more cells, portions,etc.). In some embodiments, the charge controller 1324 or the powersource 1308 may include a communication interface. The communicationinterface can allow the charge controller 1324 to report a state of thepower source 1308 to one or more other controllers of the vehicle 100 oreven communicate with a communication device separate and/or apart fromthe vehicle 100. Additionally or alternatively, the communicationinterface may be configured to receive instructions (e.g., controlinstructions, charge instructions, communication instructions, etc.)from one or more other controllers of the vehicle 100 or a communicationdevice that is separate and/or apart from the vehicle 100.

The powertrain includes one or more power distribution systemsconfigured to transmit power from the power source 1308 to one or moreelectric motors 1312 in the vehicle 100. The power distribution systemmay include electrical interconnections 1328 in the form of cables,wires, traces, wireless power transmission systems, etc., and/orcombinations thereof. It is an aspect of the present disclosure that thevehicle 100 include one or more redundant electrical interconnections1332 of the power distribution system. The redundant electricalinterconnections 1332 can allow power to be distributed to one or moresystems and/or subsystems of the vehicle 100 even in the event of afailure of an electrical interconnection portion of the vehicle 100(e.g., due to an accident, mishap, tampering, or other harm to aparticular electrical interconnection, etc.). In some embodiments, auser of a vehicle 100 may be alerted via a user interface associatedwith the vehicle 100 that a redundant electrical interconnection 1332 isbeing used and/or damage has occurred to a particular area of thevehicle electrical system. In any event, the one or more redundantelectrical interconnections 1332 may be configured along completelydifferent routes than the electrical interconnections 1328 and/orinclude different modes of failure than the electrical interconnections1328 to, among other things, prevent a total interruption powerdistribution in the event of a failure.

In some embodiments, the power distribution system may include an energyrecovery system 1336. This energy recovery system 1336, or kineticenergy recovery system, may be configured to recover energy produced bythe movement of a vehicle 100. The recovered energy may be stored aselectrical and/or mechanical energy. For instance, as a vehicle 100travels or moves, a certain amount of energy is required to accelerate,maintain a speed, stop, or slow the vehicle 100. In any event, a movingvehicle has a certain amount of kinetic energy. When brakes are appliedin a typical moving vehicle, most of the kinetic energy of the vehicleis lost as the generation of heat in the braking mechanism. In an energyrecovery system 1336, when a vehicle 100 brakes, at least a portion ofthe kinetic energy is converted into electrical and/or mechanical energyfor storage. Mechanical energy may be stored as mechanical movement(e.g., in a flywheel, etc.) and electrical energy may be stored inbatteries, capacitors, and/or some other electrical storage system. Insome embodiments, electrical energy recovered may be stored in the powersource 1308. For example, the recovered electrical energy may be used tocharge the power source 1308 of the vehicle 100.

The vehicle 100 may include one or more safety systems. Vehicle safetysystems can include a variety of mechanical and/or electrical componentsincluding, but in no way limited to, low impact or energy-absorbingbumpers 1316A, 1316B, crumple zones, reinforced body panels, reinforcedframe components, impact bars, power source containment zones, safetyglass, seatbelts, supplemental restraint systems, air bags, escapehatches, removable access panels, impact sensors, accelerometers, visionsystems, radar systems, etc., and/or the like. In some embodiments, theone or more of the safety components may include a safety sensor orgroup of safety sensors associated with the one or more of the safetycomponents. For example, a crumple zone may include one or more straingages, impact sensors, pressure transducers, etc. These sensors may beconfigured to detect or determine whether a portion of the vehicle 100has been subjected to a particular force, deformation, or other impact.Once detected, the information collected by the sensors may betransmitted or sent to one or more of a controller of the vehicle 100(e.g., a safety controller, vehicle controller, etc.) or a communicationdevice associated with the vehicle 100 (e.g., across a communicationnetwork, etc.).

FIG. 14 shows a plan view of the vehicle 100 in accordance withembodiments of the present disclosure. In particular, FIG. 14 shows abroken section 1402 of a charging system for the vehicle 100. Thecharging system may include a plug or receptacle 1404 configured toreceive power from an external power source (e.g., a source of powerthat is external to and/or separate from the vehicle 100, etc.). Anexample of an external power source may include the standard industrial,commercial, or residential power that is provided across power lines.Another example of an external power source may include a proprietarypower system configured to provide power to the vehicle 100. In anyevent, power received at the plug/receptacle 1404 may be transferred viaat least one power transmission interconnection 1408. Similar, if notidentical, to the electrical interconnections 1328 described above, theat least one power transmission interconnection 1408 may be one or morecables, wires, traces, wireless power transmission systems, etc., and/orcombinations thereof. Electrical energy in the form of charge can betransferred from the external power source to the charge controller1324. As provided above, the charge controller 1324 may regulate theaddition of charge to the power source 1308 of the vehicle 100 (e.g.,until the power source 1308 is full or at a capacity, etc.).

In some embodiments, the vehicle 100 may include an inductive chargingsystem and inductive charger 1412. The inductive charger 1412 may beconfigured to receive electrical energy from an inductive power sourceexternal to the vehicle 100. In one embodiment, when the vehicle 100and/or the inductive charger 1412 is positioned over an inductive powersource external to the vehicle 100, electrical energy can be transferredfrom the inductive power source to the vehicle 100. For example, theinductive charger 1412 may receive the charge and transfer the chargevia at least one power transmission interconnection 1408 to the chargecontroller 1324 and/or the power source 1308 of the vehicle 100. Theinductive charger 1412 may be concealed in a portion of the vehicle 100(e.g., at least partially protected by the frame 1204, one or more bodypanels 1208, a shroud, a shield, a protective cover, etc., and/orcombinations thereof) and/or may be deployed from the vehicle 100. Insome embodiments, the inductive charger 1412 may be configured toreceive charge only when the inductive charger 1412 is deployed from thevehicle 100. In other embodiments, the inductive charger 1412 may beconfigured to receive charge while concealed in the portion of thevehicle 100.

In addition to the mechanical components described herein, the vehicle100 may include a number of user interface devices. The user interfacedevices receive and translate human input into a mechanical movement orelectrical signal or stimulus. The human input may be one or more ofmotion (e.g., body movement, body part movement, in two-dimensional orthree-dimensional space, etc.), voice, touch, and/or physicalinteraction with the components of the vehicle 100. In some embodiments,the human input may be configured to control one or more functions ofthe vehicle 100 and/or systems of the vehicle 100 described herein. Userinterfaces may include, but are in no way limited to, at least onegraphical user interface of a display device, steering wheel ormechanism, transmission lever or button (e.g., including park, neutral,reverse, and/or drive positions, etc.), throttle control pedal ormechanism, brake control pedal or mechanism, power control switch,communications equipment, etc.

An embodiment of the electrical system 1500 associated with the vehicle100 may be as shown in FIG. 15. The electrical system 1500 can includepower source(s) that generate power, power storage that stores power,and/or load(s) that consume power. Power sources may be associated witha power generation unit 1504. Power storage may be associated with apower storage system 612. Loads may be associated with loads 1508. Theelectrical system 1500 may be managed by a power management controller1324. Further, the electrical system 1500 can include one or more otherinterfaces or controllers, which can include the billing and costcontrol unit 1512.

The power generation unit 1504 may be as described in conjunction withFIG. 16. The power storage component 612 may be as described inconjunction with FIG. 17. The loads 1508 may be as described inconjunction with FIG. 18.

The billing and cost control unit 1512 may interface with the powermanagement controller 1324 to determine the amount of charge or powerprovided to the power storage 612 through the power generation unit1504. The billing and cost control unit 1512 can then provideinformation for billing the vehicle owner. Thus, the billing and costcontrol unit 1512 can receive and/or send power information to thirdparty system(s) regarding the received charge from an external source.The information provided can help determine an amount of money required,from the owner of the vehicle, as payment for the provided power.Alternatively, or in addition, if the owner of the vehicle providedpower to another vehicle (or another device/system), that owner may beowed compensation for the provided power or energy, e.g., a credit.

The power management controller 1324 can be a computer or computingsystem(s) and/or electrical system with associated components, asdescribed herein, capable of managing the power generation unit 1504 toreceive power, routing the power to the power storage 612, and thenproviding the power from either the power generation unit 1504 and/orthe power storage 612 to the loads 1508. Thus, the power managementcontroller 1324 may execute programming that controls switches, devices,components, etc. involved in the reception, storage, and provision ofthe power in the electrical system 1500.

An embodiment of the power generation unit 1504 may be as shown in FIG.16. Generally, the power generation unit 1504 may be electricallycoupled to one or more power sources 1308. The power sources 1308 caninclude power sources internal and/or associated with the vehicle 100and/or power sources external to the vehicle 100 to which the vehicle100 electrically connects. One of the internal power sources can includean on board generator 1604. The generator 1604 may be an alternatingcurrent (AC) generator, a direct current (DC) generator or aself-excited generator. The AC generators can include inductiongenerators, linear electric generators, and/or other types ofgenerators. The DC generators can include homopolar generators and/orother types of generators. The generator 1604 can be brushless orinclude brush contacts and generate the electric field with permanentmagnets or through induction. The generator 1604 may be mechanicallycoupled to a source of kinetic energy, such as an axle or some otherpower take-off. The generator 1604 may also have another mechanicalcoupling to an exterior source of kinetic energy, for example, a windturbine.

Another power source 1308 may include wired or wireless charging 1608.The wireless charging system 1608 may include inductive and/or resonantfrequency inductive charging systems that can include coils, frequencygenerators, controllers, etc. Wired charging may be any kind ofgrid-connected charging that has a physical connection, although, thewireless charging may be grid connected through a wireless interface.The wired charging system can include an connectors, wiredinterconnections, the controllers, etc. The wired and wireless chargingsystems 1608 can provide power to the power generation unit 1504 fromexternal power sources 1308.

Internal sources for power may include a regenerative braking system1612. The regenerative braking system 1612 can convert the kineticenergy of the moving car into electrical energy through a generationsystem mounted within the wheels, axle, and/or braking system of thevehicle 100. The regenerative braking system 1612 can include any coils,magnets, electrical interconnections, converters, controllers, etc.required to convert the kinetic energy into electrical energy.

Another source of power 1308, internal to or associated with the vehicle100, may be a solar array 1616. The solar array 1616 may include anysystem or device of one or more solar cells mounted on the exterior ofthe vehicle 100 or integrated within the body panels of the vehicle 100that provides or converts solar energy into electrical energy to provideto the power generation unit 1504.

The power sources 1308 may be connected to the power generation unit1504 through an electrical interconnection 1618. The electricalinterconnection 1618 can include any wire, interface, bus, etc. betweenthe one or more power sources 1308 and the power generation unit 1504.

The power generation unit 1504 can also include a power source interface1620. The power source interface 1620 can be any type of physical and/orelectrical interface used to receive the electrical energy from the oneor more power sources 1308; thus, the power source interface 1620 caninclude an electrical interface 1624 that receives the electrical energyand a mechanical interface 1628 which may include wires, connectors, orother types of devices or physical connections. The mechanical interface1608 can also include a physical/electrical connection 1634 to the powergeneration unit 1504.

The electrical energy from the power source 1308 can be processedthrough the power source interface 1624 to an electric converter 1632.The electric converter 1632 may convert the characteristics of the powerfrom one of the power sources into a useable form that may be usedeither by the power storage 612 or one or more loads 1508 within thevehicle 100. The electrical converter 1624 may include any electronicsor electrical devices and/or component that can change electricalcharacteristics, e.g., AC frequency, amplitude, phase, etc. associatedwith the electrical energy provided by the power source 1308. Theconverted electrical energy may then be provided to an optionalconditioner 1638. The conditioner 1638 may include any electronics orelectrical devices and/or component that may further condition theconverted electrical energy by removing harmonics, noise, etc. from theelectrical energy to provide a more stable and effective form of powerto the vehicle 100.

An embodiment of the power storage 1612 may be as shown in FIG. 17. Thepower storage unit can include an electrical converter 1632 b, one ormore batteries, one or more rechargeable batteries, one or morecapacitors, one or more accumulators, one or more supercapacitors, oneor more ultrabatteries, and/or superconducting magnetics 1704, and/or acharge management unit 1708. The converter 1632 b may be the same orsimilar to the electrical converter 1632 a shown in FIG. 16. Theconverter 1632 b may be a replacement for the electric converter 1632 ashown in FIG. 16 and thus eliminate the need for the electricalconverter 1632 a as shown in FIG. 16. However, if the electricalconverter 1632 a is provided in the power generation unit 1504, theconverter 1632 b, as shown in the power storage unit 612, may beeliminated. The converter 1632 b can also be redundant or different fromthe electrical converter 1632 a shown in FIG. 16 and may provide adifferent form of energy to the battery and/or capacitors 1704. Thus,the converter 1632 b can change the energy characteristics specificallyfor the battery/capacitor 1704.

The battery 1704 can be any type of battery for storing electricalenergy, for example, a lithium ion battery, a lead acid battery, anickel cadmium battery, etc. Further, the battery 1704 may includedifferent types of power storage systems, such as, ionic fluids or othertypes of fuel cell systems. The energy storage 1704 may also include oneor more high-capacity capacitors 1704. The capacitors 1704 may be usedfor long-term or short-term storage of electrical energy. The input intothe battery or capacitor 1704 may be different from the output, andthus, the capacitor 1704 may be charged quickly but drain slowly. Thefunctioning of the converter 1632 and battery capacitor 1704 may bemonitored or managed by a charge management unit 1708.

The charge management unit 1708 can include any hardware (e.g., anyelectronics or electrical devices and/or components), software, orfirmware operable to adjust the operations of the converter 1632 orbatteries/capacitors 1704. The charge management unit 1708 can receiveinputs or periodically monitor the converter 1632 and/orbattery/capacitor 1704 from this information; the charge management unit1708 may then adjust settings or inputs into the converter 1632 orbattery/capacitor 1704 to control the operation of the power storagesystem 612.

An embodiment of one or more loads 1508 associated with the vehicle 100may be as shown in FIG. 18. The loads 1508 may include a bus orelectrical interconnection system 1802, which provides electrical energyto one or more different loads within the vehicle 100. The bus 1802 canbe any number of wires or interfaces used to connect the powergeneration unit 1504 and/or power storage 1612 to the one or more loads1508. The converter 1632 c may be an interface from the power generationunit 1504 or the power storage 612 into the loads 1508. The converter1632 c may be the same or similar to electric converter 1632 a as shownin FIG. 16. Similar to the discussion of the converter 1632 b in FIG.17, the converter 1632 c may be eliminated, if the electric converter1632 a, shown in FIG. 16, is present. However, the converter 1632 c mayfurther condition or change the energy characteristics for the bus 1802for use by the loads 1508. The converter 1632 c may also provideelectrical energy to electric motor 1804, which may power the vehicle100.

The electric motor 1804 can be any type of DC or AC electric motor. Theelectric motor may be a direct drive or induction motor using permanentmagnets and/or winding either on the stator or rotor. The electric motor1804 may also be wireless or include brush contacts. The electric motor1804 may be capable of providing a torque and enough kinetic energy tomove the vehicle 100 in traffic.

The different loads 1508 may also include environmental loads 1812,sensor loads 1816, safety loads 1820, user interaction loads 1808, etc.User interaction loads 1808 can be any energy used by user interfaces orsystems that interact with the driver and/or passenger(s). These loads1808 may include, for example, the heads up display, the dash display,the radio, user interfaces on the head unit, lights, radio, and/or othertypes of loads that provide or receive information from the occupants ofthe vehicle 100. The environmental loads 1812 can be any loads used tocontrol the environment within the vehicle 100. For example, the airconditioning or heating unit of the vehicle 100 can be environmentalloads 1812. Other environmental loads can include lights, fans, and/ordefrosting units, etc. that may control the environment within thevehicle 100. The sensor loads 1816 can be any loads used by sensors, forexample, air bag sensors, GPS, and other such sensors used to eithermanage or control the vehicle 100 and/or provide information or feedbackto the vehicle occupants. The safety loads 1820 can include any safetyequipment, for example, seat belt alarms, airbags, headlights, blinkers,etc. that may be used to manage the safety of the occupants. There maybe more or fewer loads than those described herein, although they maynot be shown in FIG. 18.

FIG. 19 illustrates an exemplary hardware diagram of communicationscomponentry that can be optionally associated with the vehicle.

The communications componentry can include one or more wired or wirelessdevices such as a transceiver(s) and/or modem that allows communicationsnot only between the various systems disclosed herein but also withother devices, such as devices on a network, and/or on a distributednetwork such as the Internet and/or in the cloud.

The communications subsystem can also include inter- and intra-vehiclecommunications capabilities such as hotspot and/or access pointconnectivity for any one or more of the vehicle occupants and/orvehicle-to-vehicle communications.

Additionally, and while not specifically illustrated, the communicationssubsystem can include one or more communications links (that can bewired or wireless) and/or communications busses (managed by the busmanager), including one or more of CANbus, OBD-II, ARCINC 429,Byteflight, CAN (Controller Area Network), D2B (Domestic Digital Bus),FlexRay, DC-BUS, IDB-1394, IEBus, I²C, ISO 9141-1/-2, J1708, J1587,J1850, J1939, ISO 11783, Keyword Protocol 2000, LIN (Local InterconnectNetwork), MOST (Media Oriended Systems Transport), Multifunction VehicleBus, SMARTwireX, SPI, VAN (Vehicle Area Network), and the like or ingeneral any communications protocol and/or standard.

The various protocols and communications can be communicated one or moreof wirelessly and/or over transmission media such as single wire,twisted pair, fibre optic, IEEE 1394, MIL-STD-1553, MIL-STD-1773,power-line communication, or the like. (All of the above standards andprotocols are incorporated herein by reference in their entirety)

As discussed, the communications subsystem enables communicationsbetween any if the inter-vehicle systems and subsystems as well ascommunications with non-collocated resources, such as those reachableover a network such as the Internet.

The communications subsystem, in addition to well-known componentry(which has been omitted for clarity), the device communicationssubsystem 1900 includes interconnected elements including one or moreof: one or more antennas 1904, an interleaver/deinterleaver 1908, ananalog front end (AFE) 1912, memory/storage/cache 1916,controller/microprocessor 1920, MAC circuitry 1922,modulator/demodulator 1924, encoder/decoder 1928, a plurality ofconnectivity managers 1934-1966, GPU 1942, accelerator 1944, amultiplexer/demultiplexer 1954, transmitter 1970, receiver 1972 andwireless radio 310 components such as a Wi-Fi PHY/Bluetooth® module1980, a Wi-Fi/BT MAC module 1984, transmitter 1988 and receiver 1992.The various elements in the device 1900 are connected by one or morelinks/busses 5 (not shown, again for sake of clarity).

The device 400 can have one more antennas 1904, for use in wirelesscommunications such as multi-input multi-output (MIMO) communications,multi-user multi-input multi-output (MU-MIMO) communications Bluetooth®,LTE, 4G, 5G, Near-Field Communication (NFC), etc. The antenna(s) 1904can include, but are not limited to one or more of directional antennas,omnidirectional antennas, monopoles, patch antennas, loop antennas,microstrip antennas, dipoles, and any other antenna(s) suitable forcommunication transmission/reception. In an exemplary embodiment,transmission/reception using MIMO may require particular antennaspacing. In another exemplary embodiment, MIMO transmission/receptioncan enable spatial diversity allowing for different channelcharacteristics at each of the antennas. In yet another embodiment, MIMOtransmission/reception can be used to distribute resources to multipleusers for example within the vehicle and/or in another vehicle.

Antenna(s) 1904 generally interact with the Analog Front End (AFE) 1912,which is needed to enable the correct processing of the receivedmodulated signal and signal conditioning for a transmitted signal. TheAFE 1912 can be functionally located between the antenna and a digitalbaseband system in order to convert the analog signal into a digitalsignal for processing and vice-versa.

The subsystem 1900 can also include a controller/microprocessor 1920 anda memory/storage/cache 1916. The subsystem 1900 can interact with thememory/storage/cache 1916 which may store information and operationsnecessary for configuring and transmitting or receiving the informationdescribed herein. The memory/storage/cache 1916 may also be used inconnection with the execution of application programming or instructionsby the controller/microprocessor 1920, and for temporary or long termstorage of program instructions and/or data. As examples, thememory/storage/cache 1920 may comprise a computer-readable device, RAM,ROM, DRAM, SDRAM, and/or other storage device(s) and media.

The controller/microprocessor 1920 may comprise a general purposeprogrammable processor or controller for executing applicationprogramming or instructions related to the subsystem 1900. Furthermore,the controller/microprocessor 1920 can perform operations forconfiguring and transmitting/receiving information as described herein.The controller/microprocessor 1920 may include multiple processor cores,and/or implement multiple virtual processors. Optionally, thecontroller/microprocessor 1920 may include multiple physical processors.By way of example, the controller/microprocessor 1920 may comprise aspecially configured Application Specific Integrated Circuit (ASIC) orother integrated circuit, a digital signal processor(s), a controller, ahardwired electronic or logic circuit, a programmable logic device orgate array, a special purpose computer, or the like.

The subsystem 1900 can further include a transmitter 1970 and receiver1972 which can transmit and receive signals, respectively, to and fromother devices, subsystems and/or other destinations using the one ormore antennas 1904 and/or links/busses. Included in the subsystem 1900circuitry is the medium access control or MAC Circuitry 1922. MACcircuitry 1922 provides for controlling access to the wireless medium.In an exemplary embodiment, the MAC circuitry 1922 may be arranged tocontend for the wireless medium and configure frames or packets forcommunicating over the wireless medium.

The subsystem 1900 can also optionally contain a security module (notshown). This security module can contain information regarding but notlimited to, security parameters required to connect the device to one ormore other devices or other available network(s), and can include WEP orWPA/WPA-2 (optionally+AES and/or TKIP) security access keys, networkkeys, etc. The WEP security access key is a security password used byWi-Fi networks. Knowledge of this code can enable a wireless device toexchange information with an access point and/or another device. Theinformation exchange can occur through encoded messages with the WEPaccess code often being chosen by the network administrator. WPA is anadded security standard that is also used in conjunction with networkconnectivity with stronger encryption than WEP.

The exemplary subsystem 1900 also includes a GPU 1942, an accelerator1944, a Wi-Fi/BT/BLE PHY module 1980 and a Wi-Fi/BT/BLE MAC module 1984and wireless transmitter 1988 and receiver 1992.

The various connectivity managers 1934-1966 manage and/or coordinatecommunications between the subsystem 1900 and one or more of the systemsdisclosed herein and one or more other devices/systems. The connectivitymanagers include an emergency charging connectivity manager 1934, anaerial charging connectivity manager 1938, a roadway chargingconnectivity manager 1942, an overhead charging connectivity manager1946, a robotic charging connectivity manager 1950, a static chargingconnectivity manager 1954, a vehicle database connectivity manager 1958,a remote operating system connectivity manager 1962 and a sensorconnectivity manager 1966.

The emergency charging connectivity manager 1934 can coordinate not onlythe physical connectivity between the vehicle and the emergency chargingdevice/vehicle, but can also communicate with one or more of the powermanagement controller, one or more third parties and optionally abilling system(s). As an example, the vehicle can establishcommunications with the emergency charging device/vehicle to one or moreof coordinate interconnectivity between the two (e.g., by spatiallyaligning the charging receptacle on the vehicle with the charger on theemergency charging vehicle) and optionally share navigation information.Once charging is complete, the amount of charge provided can be trackedand optionally forwarded to, for example, a third party for billing. Inaddition to being able to manage connectivity for the exchange of power,the emergency charging connectivity manager 1934 can also communicateinformation, such as billing information to the emergency chargingvehicle and/or a third party. This billing information could be, forexample, the owner of the vehicle, the driver of the vehicle, companyinformation, or in general any information usable to charge theappropriate entity for the power received.

The aerial charging connectivity manager 1938 can coordinate not onlythe physical connectivity between the vehicle and the aerial chargingdevice/vehicle, but can also communicate with one or more of the powermanagement controller, one or more third parties and optionally abilling system(s). As an example, the vehicle can establishcommunications with the aerial charging device/vehicle to one or more ofcoordinate interconnectivity between the two (e.g., by spatiallyaligning the charging receptacle on the vehicle with the charger on theemergency charging vehicle) and optionally share navigation information.Once charging is complete, the amount of charge provided can be trackedand optionally forwarded to, for example, a third party for billing. Inaddition to being able to manage connectivity for the exchange of power,the aerial charging connectivity manager 1938 can similarly communicateinformation, such as billing information to the aerial charging vehicleand/or a third party. This billing information could be, for example,the owner of the vehicle, the driver of the vehicle, companyinformation, or in general any information usable to charge theappropriate entity for the power received etc., as discussed.

The roadway charging connectivity manager 1942 and overhead chargingconnectivity manager 1946 can coordinate not only the physicalconnectivity between the vehicle and the charging device/system, but canalso communicate with one or more of the power management controller,one or more third parties and optionally a billing system(s). As oneexample, the vehicle can request a charge from the charging system when,for example, the vehicle needs or is predicted to need power. As anexample, the vehicle can establish communications with the chargingdevice/vehicle to one or more of coordinate interconnectivity betweenthe two for charging and share information for billing. Once charging iscomplete, the amount of charge provided can be tracked and optionallyforwarded to, for example, a third party for billing. This billinginformation could be, for example, the owner of the vehicle, the driverof the vehicle, company information, or in general any informationusable to charge the appropriate entity for the power received etc., asdiscussed. The person responsible for paying for the charge could alsoreceive a copy of the billing information as is customary. The roboticcharging connectivity manager 1950 and static charging connectivitymanager 1954 can operate in a similar manner to that described herein.

The vehicle database connectivity manager 1958 allows the subsystem toreceive and/or share information stored in the vehicle database. Thisinformation can be shared with other vehicle components/subsystemsand/or other entities, such as third parties and/or charging systems.The information can also be shared with one or more vehicle occupantdevices, such as an app on a mobile device the driver uses to trackinformation about the vehicle and/or a dealer or service/maintenanceprovider. In general, any information stored in the vehicle database canoptionally be shared with any one or more other devices optionallysubject to any privacy or confidentially restrictions.

The remote operating system connectivity manager 1962 facilitatescommunications between the vehicle and any one or more autonomousvehicle systems. These communications can include one or more ofnavigation information, vehicle information, occupant information, or ingeneral any information related to the remote operation of the vehicle.

The sensor connectivity manager 1966 facilitates communications betweenany one or more of the vehicle sensors and any one or more of the othervehicle systems. The sensor connectivity manager 1966 can alsofacilitate communications between any one or more of the sensors and/orvehicle systems and any other destination, such as a service company,app, or in general to any destination where sensor data is needed.

In accordance with one exemplary embodiment, any of the communicationsdiscussed herein can be communicated via the conductor(s) used forcharging. One exemplary protocol usable for these communications isPower-line communication (PLC). PLC is a communication protocol thatuses electrical wiring to simultaneously carry both data, andAlternating Current (AC) electric power transmission or electric powerdistribution. It is also known as power-line carrier, power-line digitalsubscriber line (PDSL), mains communication, power-linetelecommunications, or power-line networking (PLN). For DC environmentsin vehicles PLC can be used in conjunction with CAN-bus, LIN-bus overpower line (DC-LIN) and DC-BUS. The communications subsystem can alsooptionally manage one or more identifiers, such as an IP (internetprotocol) address(es), associated with the vehicle and one or othersystem or subsystems or components therein. These identifiers can beused in conjunction with any one or more of the connectivity managers asdiscussed herein.

A system and method for vehicle to vehicle charging is disclosed inFIGS. 20-23. Generally, the system enables a charging vehicle to providea charge to a receiving vehicle.

With attention to FIG. 20, one embodiment of a vehicle to vehiclecharging system 2000 is depicted. The system 2000 comprises a chargingvehicle 921 and a receiving vehicle 925. The charging vehicle 921comprises power source 516 interconnected with a charge providercontroller 622, the controller 622 interconnected with a chargingvehicle controller 923. The charging vehicle controller 923 isinterconnected with a charging vehicle arm 922 which in turn isinterconnected with charging plate 520. The controller 923 may controlone or more of the extension and/or positioning of the arm 922 and thepositioning (relative to the distal end of arm and/or panel 608) of theplate 924. The charging vehicle arm 922 is extendable and extends so asto enable the charging plate 520 to charge (e.g. through induction) thereceiving vehicle 925 by way of charging panel 608. The charging plate520 may be disposed at a distal end of the charging vehicle arm 922. Thecharging plate 520 may comprise at least one positioning sensor 924, toenable automated positioning control of the charging plate 520 withrespect to the charging panel 608 (further described with regard to FIG.21). Receiving vehicle 925 comprises components as described in FIG. 7.

FIG. 21 is a block diagram of a vehicle to vehicle control system 2100which automatically positions the charging plate 520 with respect to thecharging panel 608. Generally, the control system 2100 is a feedbackcontrol system to control the separation distance between the chargingpanel 608 and the charging plate 520. Selected separation distance isinput (as determined by way of query to database 210 or manually enteredby user) and compared with a measured separation distance (as from aseparation distance sensor 924) to compute an error signal. The errorsignal is received by the controller 923 to determine control inputs toarm 922 (or to an actuator which maneuvers arm 922) which in turnpositions the charging plate 52 relative to panel 608. Alternatively oradditionally, the control 923 may control the maneuvering/positioning ofplate 520 with respect to the distal end of arm 922. The error signalwill typically be non-zero due to disturbances to the charging plate,such as aerodynamic loads generated while the vehicles are in motion.The controller 923 may employ any known types of feedback control knownto those skilled in the art, comprising stochastic control,proportional, integral and/or derivative control, non-linear control anddeterministic control. In other embodiments, a plurality of sensor 924inputs are provided and/or a plurality of separation distances and/orloading measures are controlled. For example, a pair of positionalsensors may be positioned at ends of a leading edge of an airfoil (orotherwise aerodynamically-shaped) charging plate 520 whereby pitchand/or roll are controlled as well as distance from the charging panel608. Furthermore, a loading sensor may be positioned on the arm 922and/or charging plate 520 to measure the loading imparted to the arm 922and/or charging plate 520, so as to provide an ability to, for example,determine if a threshold value for do-not-exceed loading (as stored indatabase 210) has been exceeded.

FIGS. 22A-B show representative states of a graphical user interface(GUI) used in aligning a charging plate 520 of a charging vehicle toprovide a charge to a receiving vehicle (note: such a display could alsobe used by a receiving vehicle to position its charging panel 608 toreceive a charge from a charging plate 520). More specifically, FIGS.22A-B depict graphical user interfaces 2200 displaying feedbackadjustment image one 2208 and feedback adjustment image two 2208′ inaccordance with embodiments of the present disclosure. In someembodiments, methods and systems are described that provide a chargingvehicle 921, or a receiving vehicle 925, with the ability to properlyalign a charging plate or a charging panel relative to the other,respectively. The dynamic position or location may be provided to adriver (or any occupant of a vehicle) of the vehicle via at least onegraphical user interface (GUI) 2200 of a display device 2204 to allowthe driver to make any adjustments to the position of the chargingvehicle 921, a receiving vehicle 925, charging plate 520 and/or thecharging panel 608. For instance, the GUI 2200 may show a vehicle imageaka feedback adjustment image 2008 relative to an alignment line, orcenterline aka power source centerline icon 2212, of an imagerepresenting a charging element aka power source icon 2216. As theposition of the charging plate 520, or charging vehicle 921, changesrelative to the charging circuit components 2216 the graphical output(e.g., showing the relative position of the components in the chargingsystem, etc.) provided to the at least one GUI 2200 changes (e.g., achanged representative image 2208′, of the charging vehicle 921 may moverelative to the centerline 2212 and/or image representing the chargingelement aka power source icon 2216, or vice versa, etc.) to reflect thechanged position. This continual updating of the GUI 2200 and therelative charging components position can provide a driver of thevehicle with a feedback loop by which the driver can adjust a positionof the charging panel 608, charging plate 520 and/or the vehicle 100 toobtain an optimal charging alignment between the charging plate and theat least one charging circuit component 2216. In some embodiments, afeedback recommendation aka alignment instruction 2224 may be displayedto a portion of the GUI 2200. For example, the feedback recommendation2224 may provide the driver with alignment instructions and/or advicefor adjusting a position of the vehicle relative to the charging circuit2216.

In some embodiments, alignment instructions may comprise more thanhorizontal separation distance adjustments, e.g. both a horizontal and avertical alignment or position instructions, or a horizontal alignmentinstruction and an angular position. The angular alignment adjustmentmay comprise a yaw alignment command, which may be particularlyimportant if the vehicle is moving and the power sources are multiplesequential power sources embedded in a roadway.

FIG. 23 is a flow or process diagram of a method of vehicle to vehiclecharging. The method starts at step 2304 and ends at step 2332.

After starting at step 2304, at step 2308 the method queries as towhether charging is available by charging vehicle 921. That is, a queryis made as to whether the charging vehicle 921 is able to provide acharging service to a charging panel 608 of receiving vehicle 925. IfNO, the method proceeds to step 2332 and ends. (Alternatively, thecharging vehicle 921 may return to a home base station or similar andrecharge its energy source i.e. recharge energy power unit 516.) If theresult of the query of step 2308 is YES, the method proceeds to step2312 wherein notice is provided that charging is available. The noticemay comprise targeted communications e.g. by texting to potentialreceiving vehicle 925 within a selectable distance. The content of thenotice may comprise: the availability of charging, and terms andconditions of charging (cost, payment types, amount available, durationof charging time, etc). The notice may comprise a physical mountedadvertisement (eg a lighted sign on charging vehicle 921) that chargingis available, not unlike a taxi “off duty” or “on duty” light. Thenotice may be through wireless advertisement, e.g. via a smartphone appavailable to potential receiving vehicles 925.

At step 2216 a query is made as to whether a particular receivingvehicle 925 has requested or requires or seeks a charge. Note thatcontroller 923 may monitor a state or status of charging (e.g. batteryis charged at 32%, or battery charging level drops below a selectablethreshold value e.g. below 10%) of the energy storage unit 516 ofcharging vehicle 921 to determine if charging is recommended orrequired. A user, such as a driver or passenger, may also request thatthe vehicle be charged. If NO, the method proceeds back to step 2312. IfYES, the method proceeds to step 2320.

At step 2320, a query is made as to whether the receiving vehicle 925 isconfigured to receive the charging from charging vehicle 921. Such aquery may be facilitated by communications between vehicle “smart”control systems aboard one or both of charging vehicle 921 and chargingvehicle 921, comprising communications between controller 923 andcontroller 610. Note that incompatibilities may include min/max energytransfer thresholds (e.g. voltages), electrical or mechanicalincompatibilities charging plate 520 and panel 608, and physicalincompatibilities between the vehicles 921 and 925 (e.g. such asexceeding range thresholds of arm 922). If the query answer is a NO, themethod proceeds to step 2312. If YES, the method proceeds to step 2324wherein the receiving vehicle 925 is charged by charging vehicle 921 andthe method proceeds to step 2324 wherein the charging plate 520 ispositioned with respect to the panel 608 so as to receive (or transmit)a charge. The positioning of the charging panel 520 and/or arm 922 maycomprise selection of initial or nominal positioning via data containedin vehicle database 210 through a vehicle to vehicle charging systemdata structure 2334 (similar to that of FIG. 3. The method 2300 thencontinues to step 2328 wherein a charge is provided by plate 520 topanel 608 so as to power or charge energy source 612 of receivingvehicle 925. When charging is complete the method 2300 ends at step2332.

A system and method for optical charging of a vehicle is disclosed inFIGS. 24-26. Generally, the system enables a receiving vehicle toreceive a charge by optical means from an optical charging station.Here, optical is broadly defined to include any electromagnetic spectrummeans and directed energy means.

With attention to FIG. 24, one embodiment of an optical charging system2400 is depicted. The system 2400 comprises an optical charging station2410 and an optical charge receiving vehicle 2450.

The optical charging station 2410 comprises a power source 516, a chargeprovider controller 622 (which interconnects with the power source 516),an optical charging station base 2420 interconnected with opticalcharging station antenna controller 2422, the optical charging stationantenna controller 2422 interconnected with the optical charging stationantenna 2424. The optical charging station antenna 2424 emits opticalcharging station signal 2430, as directed or pointed by optical chargingstation antenna controller 2422. The emitted and directed opticalcharging station signal may comprise any band in the electromagneticspectrum, to include without limitation visible band lightemissions/bands, IR bands, microwave bands, millimeter wave bands, laseremissions and any optical or electromagnetic band or signal known tothose skilled in the art. The optical charging station 2410 may comprisea plurality of antennas or emission sources, which may operate inconcert, in sequence or in series. In one embodiment, the opticalcharging station 2410 broadcasts or emits or directs a first signal of afirst band from a first antenna (or similar) to a receiving target (egto the optical charge receiving vehicle 2450), processes that firstsignal of a first band, and then broadcasts a second signal of a secondband from a second antenna (or similar) to the target. The first signalmay provide general pointing, orientation and/or calibration data usedin tuning (such as pointing, power level, etc) of the second signalprior to broadcast.

The optical charge receiving vehicle 2450 comprises receiving vehicle PVarray 2456 (which may receive optical charging station signal 2430),receiving vehicle antenna 2454 (which may receive optical chargingstation signal 2430 and/or transmit or broadcast receiving vehiclesignal 2460 to optical charging station 2410), receiving vehicleantenna/PV array controller 2452 (in communication with receivingvehicle PV array 2456 and/or receiving vehicle antenna 2454) incommunication with receiving vehicle converter 2458 (which may convert areceived signal to a signal that may charge energy storage unit 612).Charging panel controller 610 is in communication with one or more ofreceiving vehicle converter 2458, energy storage unit 612 and vehicledatabase 210 comprising vehicle optical charging data structure 2470.Charging panel controller 610 may determine tracking characteristics orparameters for receiving vehicle antenna/PV array controller 2452 tocontrol or orient one or both of receiving vehicle PV array 2456 andreceiving vehicle antenna 2454. Receiving vehicle antenna/PV arraycontroller 2452 may comprise a feedback controller for controllingpointing/orientation of the antenna and/or PV array, as described withrespect to FIG. 21.

FIG. 25 is a diagram of an embodiment of a data structure for storinginformation about a vehicle in an optical charging environment, such asprovided in FIG. 24. The vehicle optical charging data structure 2470are stored in vehicle database 210 and accessible by charge providercontroller 610. The data contained in vehicle optical charging datastructure 2470 enables, among other things, for the charge providercontroller 610 to, in coordination with receiving vehicle antenna/PVarray controller 2452, to position, control and/or orient the antenna2454 and/or PV array 2456 for a given optical charging types and/orconditions.

Exemplar data may comprise charging type 2475A, such as variouselectromagnetic bands (i.e. visible band e.g. 2475J, IR band 2465K) orlaser types (i.e. type A of 2475L and laser type B of 2465M). Acompatible receiver type is identified in element 2475B (where A, B, Cand D may reference a design type of antenna or PV array or otherreceiver that is compatible or able to interact with charging type of2475A). Charge rate 24755C may be set to numerical values or aqualitative value (e.g. low, medium, high which may correspond to acharging transmission level).

A location 2475D identifies a location for charging, such as a stretchof roadway (e.g. “I-25 Hwy” to indicate Highway Interstate-25) or astatic location for charging (e.g. “Spot A” or “Spot B” to alternativelat/long charging pad locations). The Stationary 2475E indicates optionsfor moving or dynamic charging (where “UAV” indicates charging by way ofan unmanned aerial vehicle aka a drone where one or both of drone andvehicle 2450 are in motion) identified as a “No” or a situation whenvehicle 2450 is stationary (identified as a “Yes” data element. Dataitems 24755F and 2475G identify weather conditions to permit opticalcharging. That is, Wx:Visibility_(MIN) 2475F provides values for weathervisibility minimums required to allow a given charging type to providecharging. Wx:Humidity_(MAX) 2475G similarly provides maximum wherein aparticular type of optical charging may occur. Such weather minimumsreflect underlying physics involved in optical communications. Forexample, low visibility conditions do not allow visible band light topropagate, while high atmospheric turbulence or humidity influence orreduce laser transmission efficiencies and pointing accuracies.

The Other data type of 2475H may comprise other data items involved inoptical or electromagnetic wave propagation, charging such as voltagelevels, current values, etc as known to those skilled in the art, andoperational data such as costs of charging for a given charging type orcharging provider. Further data fields 2475N and 2475O are possible.

FIG. 26 is a flow or process diagram of a method of optical charging.The method starts at step 2604 and ends at step 2644.

After starting at step 2604, at step 2608 the method queries as towhether charging is available by the optical charging station 2410. Thatis, a query is made as to whether the optical charging station 2410 isable to provide a charging service to a receiving vehicle 2450. If NO,the method proceeds to step 2644 and ends. If the result of the query ofstep 2608 is YES, the method proceeds to step 2612 wherein notice isprovided that charging is available. The notice may comprise targetedcommunications e.g. by texting to potential receiving vehicles 2450within a selectable distance. The content of the notice may comprise:the availability of charging, and terms and conditions of charging(cost, payment types, amount available, duration of charging time, etc).The notice may comprise a physical mounted advertisement (eg a lightedsign on optical charging station 2410) that charging is available. Thenotice may be through wireless advertisement, e.g. via a smartphone appavailable to potential receiving vehicles 2450.

At step 2616 a query is made as to whether a particular receivingvehicle 2450 has requested or requires or seeks a charge. Note thatcontroller 610 may monitor a state or status of charging (e.g. batteryis charged at 32%, or battery charging level drops below a selectablethreshold value e.g. below 10%) of the energy storage unit 612 ofreceiving vehicle 2450 to determine if charging is recommended orrequired. A user, such as a driver or passenger, may also request thatthe vehicle be charged. If NO, the method proceeds back to step 2612. IfYES, the method proceeds to step 2620.

At step 2620, a query is made as to whether the receiving vehicle 2450is configured to receive the charging from optical charging station2410. Such a query may be facilitated by communications between vehicle“smart” control systems aboard one or both of receiving vehicle 2450 andoptical charging station 2410, comprising communications betweencontroller 610 of vehicle 2450 and controller 622 of optical station2410. Note that incompatibilities may include min/max energy transferthresholds (e.g. voltages) and electrical or mechanicalincompatibilities (of, e.g., antenna 2454 or PV array 2456 and incomingsignal 2430). If the query answer is a NO, the method proceeds to step2612. If YES, the method proceeds to step 2624 wherein the receivingvehicle 2450 selects an optical charging type. After completing step2628, the method 2600 proceeds to position a receiver (one or more ofantenna 2454 and PV array 2456) to receive the signal 2430 (and in someembodiments, also transmit a signal 2460). The method 2600 thencontinues to step 2632.

At step 2632, the optical station (emitted) signal 2430 is tuned and/orcalibrated. That is, emission or broadcast or transmissioncharacteristics of the signal 2430 are optimized or tuned for, amongother things, atmospheric conditions between optical station andreceiving vehicle, type of receiver on receiving vehicle (eg PV array orantenna), and transmission distance (to set, e.g. power level).Similarly, additionally or alternatively, the receiving vehicle may tunereceiver characteristics (e.g. signal/noise ratio of receiver) so as tomore effectively or optimally receive signal 2430. In some embodiments,an initial lower-power track illuminating laser is used to determine thetarget vehicle's range and provide initial information on the atmospherethrough which the main power (second, power charging) beam is beingtransmitted. The illuminating laser tracks the target and providesaiming data for the later primary (power charging) beam. The secondhigher-power beam (e.g. a higher power laser beam) may also beconfigured to reflect light from the target (perhaps with aid of areflective corner or other known target reflector) to provide data onthe rapidly changing characteristics of the atmosphere along the path ofthe laser beam. In one embodiment, these data are used to control a setof deformable mirrors of the optical charging station antenna 2424, ascontrolled by the antenna controller 2422. The mirrors introducetailored distortions into the laser beam to compensate for atmosphericdistortions and allow the laser beam to fall on the target at theintended location (the location being the vehicle receiver, e.g. antenna2454 and/or PV array 2456). The method 2600 continues to step 2636wherein the optical charging station 2410 emits or transmits the signal2430 wherein the signal 2430 is received by the vehicle 2450. The methodcontinues to step 2640.

At step 2640, the vehicle 2450 is charged. More specifically, vehiclereceiver, such as antenna 2454 and/or PV array 2456, receives signal2430, and processes the signal prior to providing to converter 2458. theconverter 2458 provides any conversion required to the received signalfrom the vehicle receiver so as to provide an electrical charge to theenergy storage unit 612. The method 2600 ends at step 2644.

A system and method for a vehicle charge exchange system and method ofuse are presented in FIGS. 27-29. Generally, participating entities,such as a pair of vehicles, are able to negotiate and exchange chargingservices with one another for financial compensation.

FIG. 27 shows a receiving vehicle 925 in a charge exchange environment.The vehicle 925 is an electric vehicle comprising vehicle database 210with data structures 2822, charging panel controller 610, energy storageunit 612 and charging panel 608. As disclosed above, e.g. with respectto FIG. 7, charging panel 608 is configured to receive a charge (e.g.through induction) and is interconnected to energy storage unit 612and/or panel controller 610. Panel controller 610 may position panel 608to receive charging, and may interact with database 210 to query dataresiding in data structure 2822.

Receiving vehicle 925 interacts and communicates with external partiesor entities that may be capable of participating in a charge exchange.Stated another way, receiving vehicle 925 interacts with otherparticipants in a charge swapping system wherein electrical chargingservices are exchanged, sold, bought or otherwise traded. Although thedisclosure focuses on receiving vehicle 925 receiving a charging servicefrom an external entity, in some embodiments, the receiving vehicleprovides a charging service to external entities. The external entities(external with respect to the receiving vehicle 925) may comprise othervehicles, i.e. vehicle charging sources 2710, a home charge source 2730,and a business charge source 2740. A vehicle charge source 2710 may beas described with respect to FIGS. 20-23. Other charge sources arepossible, e.g. rail or train sources and nautical sources such asferries, wherein a vehicle may receive a charge while in transit onboardor within a train or ferry. In one embodiment, the external chargesource is as described with respect to FIGS. 24-26. Each participant inthe charge exchange system 2700 has access to or maintains a chargesource database 2720 with associated charge source data structure. Insome embodiments, a particular charge source participant may maintain anassociated charge source database by any means known to those skilled inthe art, to include as software as a service or through cloud services.

With attention to FIG. 28A, an exemplar embodiment of a data structurefor storing information about an external charging source in a chargeexchange environment is depicted. The charge source data structure 2722are stored in charge source database 2720 and accessible in any ofseveral means, comprising by a controller or microprocessor associatedwith the charging source (e.g. associated with the vehicle chargingsource 2710, home charge source 270 and business charge source 2740).The data contained in charge source data structure 2722 enables, amongother things, for the negotiation of charging terms and conditionsbetween the receiving vehicle 925 and one or more of the externalcharging sources. The data contained in charge source data structure2722 also enables other functions, such as availability of a particularcharging entity and compatibility or ability of a particular chargingentity to provide a charge to a receiving vehicle.

Exemplar data stored in charge source data structure 2722 may comprisecharging type 2724A, such as private vehicle (e.g. vehicle chargingsource 2710), private residence (e.g. home charge source 2730) andbusiness (e.g. business charge source 2740). A compatible vehiclecharging panel type is identified in element 2724B (where roof, side,lower reference receiving vehicle locations that may be serviced orcharged by, ie are compatible with, a charging type of 2475A).

Data field 2724C provides compatibility with vehicle storage unit data,i.e. data so as to provide types of receiving vehicle energy storageunits 612 that are able or configured to receive energy or power orcharging for a given charging type 2724A. A desired panel-plateseparation distance range is provided as data field 2724D. Such aseparation distance between the charging panel 608 of vehicle 925 and acharging means of an external charging source (e.g. a charging plate ofa particular charging source) may be facilitated by a separationdistance sensor as disclosed above with respect to other embodiments.Note that a separation distance 2724D of zero (0) indicates thatcharging panel 608 of vehicle 925 and the charging means of an externalcharging source are in physical contact. Charge rate 2724E may be set tonumerical values or a qualitative value (e.g. low, medium, high whichmay correspond to a charging transmission level).

A charge cost 2724F may be to fully charge a vehicle 925 at charge rate2724E. The available automation level 2724G provides associatedautomation levels for given data parameters (e.g. for a given chargerate 2724E). An automation level of “low” may indicate that a user(either associated with vehicle 925 as e.g. a driver or passenger) orcharging provider operator (e.g. robotic unit operator as used, e.g. inbusiness charge source 2740) must manually maneuver its charging means(e.g. a charging plate via a robotic unit arm to a desired panel-plateseparation distance 2724D). A “high” level of automation may indicatethat once the vehicle 925 is positioned relative to a robotic unit,e.g., and charging is indicated as desired (e.g. by vehicle user),charging is performed automatically with aid of one or both of chargingpanel controller 610 and/or an external charging source/providercontroller.

The Other data type of 2724H may comprise other data items involved inelectrical charging such as voltage levels, current values, etc as knownto those skilled in the art, and further operational data such as statusof the particular charging entity, i.e. indications as to the chargingsystem is operational and available to provide charging to vehicle 925,or indications that the particular charging system or entity is notavailable for charging a vehicle 925, such as caused by maintenancedemands. Further data fields 2724M and 2724N are possible.

With attention to FIG. 28B, an exemplar embodiment of a data structurefor storing information about a receiving vehicle 925 in a chargeexchange environment is depicted. The receiving vehicle data structure2822 are stored in vehicle database 210 and accessible in any of severalmeans, comprising by controller 610. The data contained in receivingvehicle data structure 2822 enables, among other things, for theidentification of available external charging sources and for thenegotiation of charging terms and conditions between the receivingvehicle 925 and one or more of the external charging sources.

Exemplar data stored in receiving vehicle data structure 2822 maycomprise charging means 2824A, such as by induction 2824H or electricmains 2824I. Vehicle panel types 2824B identifies available receivingvehicle panel types that are available for a particular charging means.For example, the receiving vehicle 925 includes roof, side andundercarriage charging panel 608 types to enable or allow charging byinduction means. Vehicle storage unit type 2824C identifies the type ofelectric charge storage device of the receiving vehicle, such as a type“y” which may indicate a certain brand and/or model of lithium battery,for example. Charge rate 2824D and maximum price 2824E are charge rateor duration values with respect to pricing targets, respectively,established by the receiving vehicle owner, user and/or occupant. Suchvalues allow an initial comparison or appraisal to be performed betweena receiving vehicle's user (who is seeking charging) and rates/pricingadvertising by a particular charging entity.

The Other data type of 2824F may comprise other data items involved inelectrical charging such as voltage levels, current values, etc as knownto those skilled in the art, and further operational data such asnegotiating parameters or negotiating limits. For example, a user maystore data that indicates that he is willing to pay up to 25% more thanhis maximum price value 2824E.

The data structures of FIGS. 28A and B may be combined and may co-existin one or both of the receiving vehicle 925 and one or more of theexternal charging sources.

FIG. 29 is a flow or process diagram of a method of charge exchange. Themethod starts at step 2904 and ends at step 2948. At step 2908, themethod determines the state of charge of the receiving vehicle 925, thatis, the charge level of the battery or batteries of receiving vehicle925. Such a status may be obtained by way of one or more sensorsinterconnected to the one or more batteries of vehicle 925, and may bemonitored by vehicle controller 610. At step 2912, a query is made as towhether charging is required. The status data of step 2908 may becompared against a stored, user-selectable threshold value of batterycharge level required to trigger a request for charging. For example, abattery below 20% full charging level may trigger a declaration that thebattery is in need of charging. If the result of step 2912 is No, themethod 2900 moves to step 2908 wherein the battery charging levelscontinues to be monitored. Alternatively, the method 2900 may proceed tostep 2948 and end. If the result of step 2912 is Yes, the method 2900proceeds to step 2916.

At step 2914, the method 2900 broadcasts a need for charging. Such abroadcast may comprise any of several means known to those skilled inthe art, to include broad omnidirectional broadcasting by an electronictransmitter of frequency monitored by potential charging entities.Alternatively, or additionally, the broadcast may be a targetedbroadcast or communication directed to identified or pre-listed orpre-authorized providers of a charging service. In another example, thebroadcast may be to a third party service provide who receives acommunication that charging is needed and routes the need to a selectedset of potential charging providers. The method 2900 then continues tostep 2916.

At step 2916, the method 2900 queries as to whether any responses to thebroadcast of step 2914 have been received. If No, meaning no responsesto the broadcast of the need for charging have been received, the method2900 ends at step 2948. Alternatively, the method 2900 may return tostep 2914 and re-broadcast the need for charging. In such analternative, a time delay may be implemented between lack of receipt ofresponse and re-broadcast. If the answer to the query is Yes, the method2900 proceeds to step 2920.

At step 2920, for each external charging source associated with aparticular received response to the broadcasted need for charging ofstep 2914, a determination of external charging source terms andconditions is made. That is, each database 2720 of each interestedcharging source (e.g. 2710, 2720 and/or 2740) is accessed or queried toaccess charging terms and conditions, such as the data types describedwith respect to FIG. 28A. For example, step 2920 may query the databaseof an identified home charge source 2730 to determine cost 2724F for agiven charge rate 2724E (e.g. $200 at medium rate, respectively), and toobtain compatible vehicle storage units 2724C and compatible chargingpanel types 2724B for a given charging type (e.g. units x, y and z viaside and undercarriage panels for induction charging, respectively).

At step 2924, a comparison is made between the charging source data ofstep 2920, and the receiving vehicle data stored in vehicle database 210(comprising data structures 2822) to determine if the receiving vehicle925 and the particular charging source are compatible (as distinguishedfrom financially agreeable). Continuing the above example, the receivingvehicle 925 database 210 is accessed to identify that for charging byinduction at medium charge rate, the receiving vehicle may be charged byany of roof, side or undercarriage panel types, and is willing to pay$150. As such, while the panel types are physically and/or electrically)compatible (i.e. charging may be performed via side or undercarriage),the maximum price set by the receiving vehicle ($150) is below the costnominally set by the charging entity (i.e. of $200). As such, the resultof the query of step 2924 in this example would be Yes, as charging mayoccur between the vehicle 925 and the charging source. If the result ofstep 2928 is No, the method 2900 ends at step 2948. If the result is Yes(as in the example presented), the method 2900 proceeds to step 2932.

At step 2932, the vehicle 925, by any of several means, negotiates anyunmatched terms or conditions identified through step 2822. That is, anyterms or conditions, outside of compatibility issues (of, e.g.electrical or mechanical interoperability issues), are negotiated. Thenegotiation may be by any of several means, to include, for example,automatically via respective controllers disposed on the two parties orotherwise interconnected with the two parties. The negotiation may also,for example, be manual between the parties, e.g. via text messaging.Continuing the above example, the $50 price difference between thevehicle 925 price ($150) for charging versus the listed cost ($200) forcharging are negotiated. The method 2900 then proceeds to step 2936.

At step 2936, the method 2900 queries as to whether agreement wasreached by way of step 2932. That is, were the parties able to reachagreement on terms and conditions to enable receiving vehicle 925 toreceive a charge from the external charging entity? If the result is No,the method 2900. If the result is Yes, the method proceeds to step 2940.(In the above example, if the parties negotiated to a price of $170,then agreement was reached and step 2936 is Yes).

At step 2940, the receiving vehicle 925 is positioned for charging byexternal charging source. Such positioning may require simply parkingover a charging spot when receiving charging, e.g., by a business chargesource 2740 by way of induction through vehicle panel mounted on vehicleundercarriage, or more elaborate positioning of panel 608 from vehicleroof to enable moving vehicle to moving vehicle charging (as describedabove). After the positioning of step 2940, the method 2900 proceeds tostep 2944. At step 2944, charging is provided to receiving vehicle 925from external charging source and the method 2900 proceeds to step 2948,wherein the method 2900 ends. Note that payment by receiving vehicle 925to charging source may be provided, e.g., after an affirmative result tostep 2936. That is, once a charging agreement is reached, financialpayment (via any of several means, to include electronic funds transfer)may be provided. Payment may alternately be paid, e.g., after thecharging is receiving at step 2944, and/or once the vehicle ispositioned for charging at step 2940. Partial payment at any combinationof the above steps is also possible.

A system and method for a vehicle group charging system and method ofuse are presented in FIGS. 30-32. Generally, participating entities,such as one or more charge receiving vehicles, are able to receivecharging from a base charging station; the base charging stationdetermining whether a charging service is available based on businessconditions, to include the receiving vehicle demand for the chargingservice.

FIG. 30 shows a vehicle group charging system 3000 comprising a basecharging station 3010 and a plurality (numbered 1-N) of receivingvehicles. The term “receiving vehicles” here is broadly defined to meanany means of transportation to include, without limitation, automobiles,land vehicles such as semi-tractor trailers and motorcycles, airbornevehicles to include unmanned aerial vehicles and drones, and sea-bornevessels including any pleasure watercraft. The base charging station3010 comprises base station database 3020 (comprising base station datastructure 3022), communications module 3040 and business module 3030.The communications module 3040 is configured to communicate with the oneor more receiving vehicles 925, each comprising database 210 and datastructure 2822. The communications module 3040 may broadcast anomni-directional signal, transmit/receive a directed signal to/from oneor more receiving vehicles, or communicate (unidirectional orbidirectional) in any of several means known to those skilled in theart. The base charging station 3010 also monitors one or more sources ofbusiness intelligence and/or business conditions to determine orestablish business terms and conditions of a charging service (e.g. toset pricing terms). The base charging station 3010 may communicate withor monitor raw services/goods/materials 3050, competitive climate 3060,economic climate 3070 and other business climate 3080 conditions. Theraw services/goods/materials 3050 monitored may include energy pricessuch the cost of electricity and labor cost. Labor cost may beessentially static so as not to require active monitoring, by may bedynamic (and thus require monitoring) if, e.g. the base charging station3010 employs “on-demand” workers who are scheduled on a just-in-timebasis. The competitive climate 3060 may include terms and conditions ofcompetitors, e.g. a nearby charging station that is offering a discountto first-time customers or suffering labor unrest, either of which mayinfluence the pricing or other terms of the base charging station 3010.The economic climate 3070 may include macro-economic conditions (e.g.are electricity prices expected to generally increase by x % over thecoming y months, are wages declining, etc) and micro-economic conditions(e.g. the local demand for charging over a coming weekend). Otherbusiness climate 3080 may include any influences known to businesseswhen setting terms and conditions for providing a charging service.Among other things, the base charging station 3010, via the businessmodule 3030, determines terms and conditions for a charging service,comprising determining or setting nominal or baseline terms andconditions (e.g. pricing) but also setting dynamic pricing as afunctions of one or more of the above-identified factors. The basecharging station 3010 may employ econometrics to set one or more termsand conditions of pricing.

FIG. 31 is a diagram of an exemplar embodiment of a base station datastructure 3022 for storing information about a base charging station3010 in a group charging system environment. The base station datastructure 3022 are stored in base station database 3020 and accessiblein any of several means, comprising by a base station controller. Thedata contained in receiving base station data structure 3022 enables,among other things, for the determination, establishment, changing oralternation and negotiation of charging terms and conditions between thereceiving vehicles and the base charging station 3010. The data willchange with calculations of the business module 3030.

Price per vehicle charge is provided as 3024A, as depicted in FIG. 31 at$50/charge of 3024H or $75/charge of 3024I. Daily operating costs areprovided as 3024B, and target gross margin as 3024C. Target gross dailyrevenue is 3024D, as is computed by adding the gross margin of 3024B tothe daily operating costs (e.g. 10% margin or profit is 10% more thandaily operating cost of $10,000 yields 1.10×$10,000=$11,000). Targetgross hourly revenue is target gross daily revenue divided by 12hours/day (e.g. $11,000/12=$917/hr). The target gross hourly revenuewould readily be adjusted for longer or shorter operating times of thebase charging station. The required minimum demand of vehicles is thetarget gross hourly revenue 3024D divided by the price per vehicle 3024Arounded up to the nearest integer, e.g. ($917/hr)/($50/vehicle)=19vehicles/hr. Thus, for the base charging station to meet its businessobjectives, as presented in the exemplar data structure 3022, requires19 or more vehicles to receive the charging service. Below 19 vehiclesper hour, and the business objectives will not be meet, and the chargingservice may not be offered. Conversely, above 19 vehicles per hour, andthe business objectives will be met, and the charging service wouldlikely be offered. Other data parameters or metrics are possible, asindicated as 3024I and 3024K. Note that the above are exemplary datarepresentations and calculations—many other possibilities are availableand contemplated by the invention and form other embodiments, and arenot discussed explicitly here solely for brevity.

FIG. 32 is a flow or process diagram of a method of group charging 3200.The method starts at step 3204 and ends at step 3260. The steps arenotionally followed in increasing numerical sequence, although, in someembodiments, some steps may be omitted, some steps added, and the stepsmay follow other than increasing numerical order. At steps 3208, 3212and 3216, various terms or conditions are monitored to enable businessterms to be determined at step 3220. Such costs may be monitoredinternally and/or externally. More specifically, business costs aremonitored at step 3208, such as energy costs (e.g. electricity) andlabor costs, and internal business costs such as upkeep and maintenance.Step 3212 follows after step 3208. At step 3212, business competitorsare monitored, e.g. competitors offering similar charging services aremonitored as to pricing, special promotional terms, or businessdifficulties (e.g. a labor action, break-down in equipment, etc). Step3216 follows after step 3212. Local conditions are monitored at step3216, e.g. weather conditions (which may reduce receiving vehicle demandin case of rain, or increase demand in case of a predicted snowstorm).Other conditions may also be monitored, as known to those skilled in theart. Step 3220 follows after step 3216. At step 3220, in coordinationwith data of the base charging station database 3020, the abovemonitored conditions and associated data are considered, in whole or inpart or in any combination thereof, to set nominal charging serviceterms and conditions. The method 3200, after step 3220, proceeds to step3224.

At step 3224, charging demand is determined, i.e. the number ofreceiving vehicles requesting charging service and/or querying thecharging base station for charging service is determined. The demand maybe allotted into time tranches, e.g. demand tranches covering 60 minuteperiods. The method continues to step 3228, wherein the charging demanddetermined at step 3224 is compared with the nominal business termsestablished at step 3220. The comparison may determine which chargingrequests from receiving charging vehicles have an associated price forcharging service at or above the nominal price set by the base chargingstation, and those that have a price below the nominal price of the basecharging station (these are customer with which pricing adjustment maybe performed e.g. step 3232). The method 3200 continues to step 3232.

At step 3232, the nominal business terms are considered for adjustment,e.g. pricing term of 3024A, so as to increase demand and/or to bringmore receiving vehicles within the nominal charging price terms. Theadjustment of terms may involve use of data stored in the base stationdatabase 3020. If the adjustment if not performed i.e. is denied, then aNo response to the step 3232 query is reached and the method continuesto step 3240. If it is determined that one or more terms or conditionsof the nominal business terms set at step 3220 are to be adjusted, thena Yes response at step 3232 is generated and those term(s) are adjustedat step 3236 wherein afterwards the method 3200 proceeds to step 3240.

At step 3240, the base charging station 3000 queries whether chargingservice should be offered. If the projected revenue from the receivingvehicles does not meet business objectives (i.e. the business case doesnot close), the base charging station does not offer a charging service(the result of step 3240 is No) and the method 3200 proceeds to step3260 wherein the method 3200 ends. If the business case does close, theresult of step 3240 is a Yes and the charging service is offered, andthe method 3200 proceeds to step 3244. At step 3244, a query is made asto whether a charging agreement was reached with the one or moreidentified receiving vehicles. If the result is Yes, then methodproceeds to step 3256 and the identified one or more receiving vehiclesare charged. If the result is No, the method 3200 proceeds to step 3248wherein a negotiation may occur to reach a charging agreement. Afterstep 3248, the method proceeds to step 3252 wherein as query is made asto whether a charging agreement was reached. If the answer is Yes, themethod 3200 proceeds to step 3256 wherein the charge receiving vehicleis charged and the method proceeds to step 3260 wherein the method 3200ends. If the answer is No then the method 3200 proceeds to step 3260wherein the method 3200 ends. Any of the steps, functions, andoperations discussed herein can be performed continuously andautomatically.

A predictive charging system is disclosed with respect to FIGS. 33-35.Generally, the predictive charging system 3300 is configured todetermine a demand for a charging service for a plurality of receivingvehicles 925. In some embodiments, a particular vehicle 925 may beconfigured to allow or authorize the charging system 3300 to pre-billthe vehicle 925 for the charging service, and/or pre-initialize acharging station site environment to allow or enable the vehicle 925 toreceive charging automatically upon positioning at a charging stationsite.

With attention to FIG. 33, a predictive charging system 3300 comprisinga plurality of receiving vehicles 925 (numbered 1-N) and a predictivecharging station 3310 is depicted. The term “receiving vehicles” here isbroadly defined to mean any means of transportation to include, withoutlimitation, automobiles, land vehicles such as semi-tractor trailers andmotorcycles, airborne vehicles to include unmanned aerial vehicles anddrones, and sea-borne vessels including any pleasure watercraft.

The predictive charging station 3310 comprises predictive chargingdatabase 3320 (comprising predictive charging data structure 3322),predictive charging analysis module 3330, predictive chargingcommunications module 3340, predictive charging billing module 3350 andpredictive charging user initialization module 3360. The communicationsmodule 3340 is configured to communicate with the one or more receivingvehicles 925, each comprising database 210 and data structure 2822. Thecommunications module 3340 may broadcast an omni-directional signal,transmit/receive a directed signal to/from one or more receivingvehicles, or communicate (unidirectional or bidirectional) in any ofseveral means known to those skilled in the art.

The predictive charging station 3310, by way of analysis module 3330,determines charging demand. The charging demand may comprise a nominaldemand, as predicted by one or more sources of business intelligenceand/or business conditions. The nominal demand may be adjusted toaccount for real-time or updated or actual demand data, such as queriesfrom one or more vehicles 925 that a charging service is desired. Thepredictive charging station 3310 may, in some embodiments, employ someor all techniques or means as that of the group charging system 3000discussed above.

Functions of the billing module 3350 comprise determining pricing forthe charging service, determining if a particular vehicle 925 may bepre-billed for a charging service, and determining if a particularvehicle 925 is capable or configured to receive pre-initializedcharging. Pre-initialized charging may comprise the ability of a vehicleto automatically receive a charging service when the vehicle enters acertain defined physical location site. For example, a stretch ofroadway may be configured to provide a charging service while a vehicleis traversing that stretch of roadway; a pre-initialized vehicle willautomatically receive charging when it travels that particular stretchof roadway. Similarly, a designated fixed charging station/pad mayprovide automatic charging service to a particular pre-initializedvehicle when that vehicle parks proximal or on the designated chargingsite or pad. The user initialization module 3360 may determine if aparticular vehicle 925 is capable or authorized or configured forpre-initialization. The predictive charging station 3310 may furthercomprise predictive charging database and predictive charging datastructure 3322 to, among other things, set pricing and determine demand.

FIG. 34 is a diagram of an exemplar embodiment of a predictive chargingdata structure 3322 for storing information about a predictive chargingstation 3310 in a predictive charging system environment. The predictivecharging data structure 3322 data are stored in predictive chargingdatabase 3320 and accessible in any of several means, comprising by apredictive charging system controller. The data contained in predictivecharging data structure 3322 enables, among other things, for thedetermination, establishment, changing or alternation of charging demandand setting or negotiation of charging terms and conditions between thereceiving vehicle(s) and the predictive charging station 3310. The datawill change with, for example, calculations of the analysis module 3330.

Business model data are provided as 3324A, as depicted in FIG. 34 asA-10, A-20 and A-30 (as 3334H) and B-10, B-20 and B-30 (as 3334I). Abusiness model of A-10 may equate to a model wherein margin is targetedor set at 10%, and pre-billed price of $50/charge (analogous to the datadescribed in FIG. 31 above as 3024H). Similarly, business model of B-10may equate to a model wherein margin is targeted or set at 10%, andpre-billed price of $75/charge (analogous to the data described in FIG.31 above as 3024I).

Required minimum demand data are provided as 3324B; these valuesrepresent minimal demand values for operation of the charging service.Below such data thresholds, the charging service may not be offered.Nominal predicted demand 3324C may be calculated or estimated by theanalysis module 3330 based on factors comprising historical demandpredictions and factors identified above. Shortfall demand 3324D is thenumerical difference between required minimum demand 3324B and nominalpredicted demand 3324C. The shortfall data value 3324D represents demandrequired to allow or trigger the charging service offer. Stated anotherway, if the shortfall demand is not present, the charging service willnot be offered. Undiscounted price 3324F is a raw posted price for acharging service per vehicle. Pre-billed price 3324E is a discountedprice offered to a user of a vehicle 925 that has authorized the billingof the charging service prior to the charging service being provided.Note that the above are exemplary data representations andcalculations—many other possibilities are available and contemplated bythe invention and form other embodiments, and are not discussedexplicitly here solely for brevity.

FIG. 35 is a flow or process diagram of a method of predictive charging3500. The method starts at step 3504 and ends at step 3556. The stepsare notionally followed in increasing numerical sequence, although, insome embodiments, some steps may be omitted, some steps added, and thesteps may follow other than increasing numerical order.

At step 3508, nominal charging demand is determined, in some embodimentsby way of the analysis module 3330. The nominal charging demand may bedetermined in any of several ways, to include similar analysis andconsideration as that described with respect to FIG. 32. That is,external sources of demand data may be considered (e.g. predictions ofroadway usage or traffic conditions) and/or stored historical data as todemand (stored in, e.g., the predictive charging database 3320). At step3512, the system 3300 receives one or more charging requests or queriesfor a charging service from one or more vehicles 925. The chargingrequests may be managed by the communications module 3340. At step 3516,the actual charging demand is determined, in one embodiment by theanalysis module. At step 3520, the business terms for a potential orpossible offering of a charging service are determined. For example, theparticular business model (e.g. business model A-10 of data element3324H) is selected, resulting in definition of additional business terms(e.g. if and what discount may be applied to pricing for pre-billing).The setting of business terms at step 3520 may comprise interaction withdata stored in predictive charging database 3320.

At step 3524, the predictive charging station 3300 queries whethercharging service should be offered. If the demand is insufficient (asdescribed above), i.e. business objectives are not satisfied, thepredictive charging station 3310 does not offer a charging service (theresult of step 3524 is No), the method 3500 proceeds to step 3508wherein nominal charging demand is re-calculated. If the business casedoes close (i.e. the demand is sufficient), the result of step 3524 is aYes and the charging service is offered, and the method 3500 proceeds tostep 3528.

At step 3528, a query is made as to whether a charging agreement wasreached with the one or more identified receiving vehicles 925. If theresult is Yes, then method 3500 proceeds to step 3532. If the result isNo, the method 3500 proceeds to step 3556 and the method ends. In oneembodiment, the step 3528 further comprises negotiation with the user ofvehicle 925 to reach a charging agreement.

At step 3532, a query is made as to whether pre-billing is authorizedfor a particular user of a vehicle 925 seeking a charging service. Thequery may require engagement with the database 210 of the particularvehicle 925 to determine if pre-billing is authorized. Alternatively oradditionally, the vehicle 925 may communicate that pre-billing isauthorized. If pre-billing is authorized, the result of the query ofstep 3532 is Yes, and the method 3500 advances to step 3536 and the userof vehicle 925 is pre-billed. After step 3536, the method proceeds tostep 3540. If the result is No, the method 3500 proceeds to step 3540.

At step 3540, a query is made as to whether pre-initialization isavailable for a particular user of a vehicle 925 seeking a chargingservice. The query may require engagement with the database 210 of theparticular vehicle 925 to determine if pre-initialization is available.Alternatively or additionally, the vehicle 925 may communicate thatpre-initialization is available. If pre-initialization is available(and, in some embodiments, the predictive charging station 3310 also hasan available pre-initialization site available), the result of the queryof step 3540 is Yes, and the method 3500 advances to step 3544. If theresult of the query is No at step 3540, the method 3500 proceeds to step3542. At step 3542, the charging station site configuration isdetermined to enable the particular vehicle 925 to receive charging.Such charging site configuration may require, for example, aligningmeans for charging such as by induction, or ensuring compatibleelectrical parameters such as amperage. Step 3542 may require engagementwith vehicle database 210 and/or predictive charging database 3320.After step 3542, the vehicle 925 is charged at step 3543, wherein uponcompletion, the method proceeds to step 3552. At step 3544 (entered ifthe result of the query of step 3540 is Yes), the pre-initializedcharging station is activated to enable the vehicle 925 to receive acharge, wherein the method continues to step 3548 and the vehicle 925receives a charge. After step 3548, the method 3500 proceeds to step3552.

At step 3552, the vehicle 925 user is billed for the charging servicereceived, if the user was not pre-billed at step 3536. After completingstep 3552, the method 3500 proceeds to step 3556 and ends. Any of thesteps, functions, and operations discussed herein can be performedcontinuously and automatically.

An integrated charging panel system is disclosed with respect to FIGS.36-38. Generally, the integrated charging panel system 3700 isconfigured to provide a charging service to a vehicle by way of one ormore integrated charging panels 3608.

With attention to FIGS. 36-37, the integrated charging panel system 3700comprises a charge receiving vehicle 100 and a charging site 3712. Thecharge receiving vehicle 100 comprises one or more integrated vehiclecharging panels 3608, integrated vehicle charging controller 3610,vehicle database 210 with associated data structure 300, instrumentpanel manual controller 432 and energy storage unit 612. The chargingsite 3712 comprises one or more charging plates 520, charging site powersource 516, charging plate controller 622, and charging site database3713. The one or more charging plates 520 are in charging communication3710 with the one or more integrated charging panels 3608.

With attention to FIG. 36, a plurality of integrated charging panels3608 are depicted: one each on the vehicle hood, the vehicle roof andthe driver's side door. Many configurations are possible, comprisingpanels 3608 that are flush or conformal with the exterior surface of thevehicle (as each of the integrated vehicle charging panels 3608 of FIG.36 are depicted). In some configurations, the panel 3608 is deployable,i.e. it may extend from the body of the vehicle. Such deployment iscontrolled by integrated vehicle charging controller 3608 and mayinclude one or more actuators. A deployable or moveable panel 3608 maydeploy or extend in any of three dimensions and/or three axes ofrotation. In some configurations or embodiments, the panel 3608 may bepositioned as a blister with respect to the vehicle exterior, i.e. abump that is not conformal with the vehicle skin. In some configurationsor embodiments, the panel 3608 may form a depression with respect to thevehicle skin. The location of the panel 3608 may be any location on thevehicle, comprising bumpers, hood, roof, hatch area, frame pillars,doors, side panels, wheel wells and undercarriage. In one embodiment,the panel 3608 is located anywhere on the vehicle 100 except theundercarriage.

With attention to FIG. 37, the functions and interaction of the elementsof the integrated charging panel system 3700 will be described withreference to a typical charging scenario. Charge receiving vehicle 100may determine it is in need for a charging service, e.g. by monitoringof the energy storage unit 612 of vehicle 100 by integrated chargingpanel controller 3610. The vehicle 100 then drives to a candidatecharging site 3712. The candidate charging site 3712 may be identifiedby data stored in vehicle database 210 and/or data stored in chargingsite database 3713. The vehicle 100, once nominally positioned atcharging site 3712, may finely position vehicle 100 so as to align orposition the one or more integrated charging panels 3608 to receive acharge from the charging site 3712; in one embodiment, by way of one ormore charging plates 520. The charging plates 520 provide charging tothe integrated charging panels 3608; in one embodiment, by way ofinduction. The charging plates 520 are controlled by charging platecontroller 622, and receive power by charging site power source 516.Positioning and orientation of the charging plates 520 (i.e. positioningin any of three linear dimensions and orientation in any of threerotational dimensions) is performed by charging plate controller 622.Similarly, the integrated charging panels 3608 are controlled by theintegrated charging panel controller 3610. Positioning and orientationof the integrated charging panels 3608 (i.e. positioning in any of threelinear dimensions and orientation in any of three rotational dimensions)is performed by integrated charging panel controller 3610. In oneembodiment, the integrated charging panel controller 3610 operates as afeedback controller, e.g. for positioning of the plate relative to thepanel and/or the positioning of the panel relative to the plate, asprovided in FIG. 21 and associated description.

FIG. 38 shows a flow or process diagram of a method of use 3800 of anintegrated charging panel system 3700. The method starts at step 3804and ends at step 3836. The steps are notionally followed in increasingnumerical sequence, although, in some embodiments, some steps may beomitted, some steps added, and the steps may follow other thanincreasing numerical order.

At step 3808, the charging site is selected. The charge site selectionmay consider compatibility between the charge receiving vehicle 100 andthe charging site 3808. For example, a given charging site may belimited to solely charging vehicles with charging panels disposed on avehicle undercarriage, in which case a vehicle that does not haveundercarriage charging capability would be incompatible, therebyremoving the given site from selection. The method continues to step3812. At step 3812, the vehicle 100 is positioned at the charging site.For example, the vehicle may be driven to the charging site, in the caseof a stationary charging site such as a charging pad. Alternatively, forcharging “sites” that are embedded in a roadway, the step 3812 ofpositioning translates to driving the vehicle along the chargingroadway. The method 3800 continues to step 3816.

At step 3816, the charging configuration is selected. Here, the vehicle100, through integrated charging panel controller 3810 and query tovehicle database 210 and associated data structure 300, selects acompatible charging configuration. For example (with attention to FIG.3), for the data of 310J, a charging site providing manual chargingrequires charging to integrated charging panels disposed at roof and/orside of vehicle 100. The integrated charging panel controller 3810 mayalso query charging site database 3713 which may comprise a datastructure similar to that of FIG. 3. The method continues to step 3820.

At step 3820, the method queries as to whether precision positioning ofthe vehicle integrated charging panel(s) 3608 with respect to thecharging site 3712 (such as with the respect to the charging plates 520)require precision positioning. Here, precision positioning means morepositioning than that ordinarily required by simply parking the vehicleat a stationary charging site such as a charging pad. If the result ofthe query is No, then the step 380 proceeds to step 3822 and the vehiclereceives a charge at step 3822, wherein after step 3822 the method 3800ends at step 3836. However, if the result of the query of step 3820 isYes, then the method 3820 proceeds to step 3824.

At step 3824, the integrated charging panel controller 3810 preciselypositions the one or more integrated charging panels 3608 with respectto the one or more charging plates 520 so as to enable charging of thevehicle 100. That is, the panels are positioned relative to the platesto receive a charge. In one embodiment, the one or more charging plates520 are alternatively or additionally precisely maneuvered or positioned(by the charging plate controller 622) relative to the integratedcharging panels 3608 to enable a charge. One the panel-plate combinationare adequately positioned at step 3824, the method 3800 continues tostep 3828 wherein a charge is provided. The method then continues tostep 3832. At step 3832, the method 3800 queries as to whether thepanel-plate combination require further or additional precisionpositioning (to include continuous positioning, as would be required bya feedback control system). If the result is No, then the method 3800proceeds to step 3826 and ends. If the result of the query of step 3832is Yes, then the method proceeds to step 3824 and additional precisionpanel-plate positioning is performed.

The exemplary systems and methods of this disclosure have been describedin relation to vehicle systems and electric vehicles. However, to avoidunnecessarily obscuring the present disclosure, the precedingdescription omits a number of known structures and devices. Thisomission is not to be construed as a limitation of the scope of theclaimed disclosure. Specific details are set forth to provide anunderstanding of the present disclosure. It should, however, beappreciated that the present disclosure may be practiced in a variety ofways beyond the specific detail set forth herein.

Furthermore, while the exemplary embodiments illustrated herein show thevarious components of the system collocated, certain components of thesystem can be located remotely, at distant portions of a distributednetwork, such as a LAN and/or the Internet, or within a dedicatedsystem. Thus, it should be appreciated, that the components of thesystem can be combined into one or more devices, such as a server,communication device, or collocated on a particular node of adistributed network, such as an analog and/or digital telecommunicationsnetwork, a packet-switched network, or a circuit-switched network. Itwill be appreciated from the preceding description, and for reasons ofcomputational efficiency, that the components of the system can bearranged at any location within a distributed network of componentswithout affecting the operation of the system. For example, the variouscomponents can be located in a switch such as a PBX and media server,gateway, in one or more communications devices, at one or more users'premises, or some combination thereof. Similarly, one or more functionalportions of the system could be distributed between a telecommunicationsdevice(s) and an associated computing device.

Furthermore, it should be appreciated that the various links connectingthe elements can be wired or wireless links, or any combination thereof,or any other known or later developed element(s) that is capable ofsupplying and/or communicating data to and from the connected elements.These wired or wireless links can also be secure links and may becapable of communicating encrypted information. Transmission media usedas links, for example, can be any suitable carrier for electricalsignals, including coaxial cables, copper wire, and fiber optics, andmay take the form of acoustic or light waves, such as those generatedduring radio-wave and infra-red data communications.

While the flowcharts have been discussed and illustrated in relation toa particular sequence of events, it should be appreciated that changes,additions, and omissions to this sequence can occur without materiallyaffecting the operation of the disclosed embodiments, configuration, andaspects.

A number of variations and modifications of the disclosure can be used.It would be possible to provide for some features of the disclosurewithout providing others.

In yet another embodiment, the systems and methods of this disclosurecan be implemented in conjunction with a special purpose computer, aprogrammed microprocessor or microcontroller and peripheral integratedcircuit element(s), an ASIC or other integrated circuit, a digitalsignal processor, a hard-wired electronic or logic circuit such asdiscrete element circuit, a programmable logic device or gate array suchas PLD, PLA, FPGA, PAL, special purpose computer, any comparable means,or the like. In general, any device(s) or means capable of implementingthe methodology illustrated herein can be used to implement the variousaspects of this disclosure. Exemplary hardware that can be used for thepresent disclosure includes computers, handheld devices, telephones(e.g., cellular, Internet enabled, digital, analog, hybrids, andothers), and other hardware known in the art. Some of these devicesinclude processors (e.g., a single or multiple microprocessors), memory,nonvolatile storage, input devices, and output devices. Furthermore,alternative software implementations including, but not limited to,distributed processing or component/object distributed processing,parallel processing, or virtual machine processing can also beconstructed to implement the methods described herein.

In yet another embodiment, the disclosed methods may be readilyimplemented in conjunction with software using object or object-orientedsoftware development environments that provide portable source code thatcan be used on a variety of computer or workstation platforms.Alternatively, the disclosed system may be implemented partially orfully in hardware using standard logic circuits or VLSI design. Whethersoftware or hardware is used to implement the systems in accordance withthis disclosure is dependent on the speed and/or efficiency requirementsof the system, the particular function, and the particular software orhardware systems or microprocessor or microcomputer systems beingutilized.

In yet another embodiment, the disclosed methods may be partiallyimplemented in software that can be stored on a storage medium, executedon programmed general-purpose computer with the cooperation of acontroller and memory, a special purpose computer, a microprocessor, orthe like. In these instances, the systems and methods of this disclosurecan be implemented as a program embedded on a personal computer such asan applet, JAVA® or CGI script, as a resource residing on a server orcomputer workstation, as a routine embedded in a dedicated measurementsystem, system component, or the like. The system can also beimplemented by physically incorporating the system and/or method into asoftware and/or hardware system.

Although the present disclosure describes components and functionsimplemented in the embodiments with reference to particular standardsand protocols, the disclosure is not limited to such standards andprotocols. Other similar standards and protocols not mentioned hereinare in existence and are considered to be included in the presentdisclosure. Moreover, the standards and protocols mentioned herein andother similar standards and protocols not mentioned herein areperiodically superseded by faster or more effective equivalents havingessentially the same functions. Such replacement standards and protocolshaving the same functions are considered equivalents included in thepresent disclosure.

The present disclosure, in various embodiments, configurations, andaspects, includes components, methods, processes, systems and/orapparatus substantially as depicted and described herein, includingvarious embodiments, subcombinations, and subsets thereof. Those ofskill in the art will understand how to make and use the systems andmethods disclosed herein after understanding the present disclosure. Thepresent disclosure, in various embodiments, configurations, and aspects,includes providing devices and processes in the absence of items notdepicted and/or described herein or in various embodiments,configurations, or aspects hereof, including in the absence of suchitems as may have been used in previous devices or processes, e.g., forimproving performance, achieving ease, and/or reducing cost ofimplementation.

The foregoing discussion of the disclosure has been presented forpurposes of illustration and description. The foregoing is not intendedto limit the disclosure to the form or forms disclosed herein. In theforegoing Detailed Description for example, various features of thedisclosure are grouped together in one or more embodiments,configurations, or aspects for the purpose of streamlining thedisclosure. The features of the embodiments, configurations, or aspectsof the disclosure may be combined in alternate embodiments,configurations, or aspects other than those discussed above. This methodof disclosure is not to be interpreted as reflecting an intention thatthe claimed disclosure requires more features than are expressly recitedin each claim. Rather, as the following claims reflect, inventiveaspects lie in less than all features of a single foregoing disclosedembodiment, configuration, or aspect. Thus, the following claims arehereby incorporated into this Detailed Description, with each claimstanding on its own as a separate preferred embodiment of thedisclosure.

Moreover, though the description of the disclosure has includeddescription of one or more embodiments, configurations, or aspects andcertain variations and modifications, other variations, combinations,and modifications are within the scope of the disclosure, e.g., as maybe within the skill and knowledge of those in the art, afterunderstanding the present disclosure. It is intended to obtain rights,which include alternative embodiments, configurations, or aspects to theextent permitted, including alternate, interchangeable and/or equivalentstructures, functions, ranges, or steps to those claimed, whether or notsuch alternate, interchangeable and/or equivalent structures, functions,ranges, or steps are disclosed herein, and without intending to publiclydedicate any patentable subject matter.

The phrases “at least one,” “one or more,” “or,” and “and/or” areopen-ended expressions that are both conjunctive and disjunctive inoperation. For example, each of the expressions “at least one of A, Band C,” “at least one of A, B, or C,” “one or more of A, B, and C,” “oneor more of A, B, or C,” “A, B, and/or C,” and “A, B, or C” means Aalone, B alone, C alone, A and B together, A and C together, B and Ctogether, or A, B and C together.

The term “a” or “an” entity refers to one or more of that entity. Assuch, the terms “a” (or “an”), “one or more,” and “at least one” can beused interchangeably herein. It is also to be noted that the terms“comprising,” “including,” and “having” can be used interchangeably.

The term “automatic” and variations thereof, as used herein, refers toany process or operation, which is typically continuous orsemi-continuous, done without material human input when the process oroperation is performed. However, a process or operation can beautomatic, even though performance of the process or operation usesmaterial or immaterial human input, if the input is received beforeperformance of the process or operation. Human input is deemed to bematerial if such input influences how the process or operation will beperformed. Human input that consents to the performance of the processor operation is not deemed to be “material.”

Aspects of the present disclosure may take the form of an embodimentthat is entirely hardware, an embodiment that is entirely software(including firmware, resident software, micro-code, etc.) or anembodiment combining software and hardware aspects that may allgenerally be referred to herein as a “circuit,” “module,” or “system.”Any combination of one or more computer-readable medium(s) may beutilized. The computer-readable medium may be a computer-readable signalmedium or a computer-readable storage medium.

A computer-readable storage medium may be, for example, but not limitedto, an electronic, magnetic, optical, electromagnetic, infrared, orsemiconductor system, apparatus, or device, or any suitable combinationof the foregoing. More specific examples (a non-exhaustive list) of thecomputer-readable storage medium would include the following: anelectrical connection having one or more wires, a portable computerdiskette, a hard disk, a random access memory (RAM), a read-only memory(ROM), an erasable programmable read-only memory (EPROM or Flashmemory), an optical fiber, a portable compact disc read-only memory(CD-ROM), an optical storage device, a magnetic storage device, or anysuitable combination of the foregoing. In the context of this document,a computer-readable storage medium may be any tangible medium that cancontain or store a program for use by or in connection with aninstruction execution system, apparatus, or device.

A computer-readable signal medium may include a propagated data signalwith computer-readable program code embodied therein, for example, inbaseband or as part of a carrier wave. Such a propagated signal may takeany of a variety of forms, including, but not limited to,electro-magnetic, optical, or any suitable combination thereof. Acomputer-readable signal medium may be any computer-readable medium thatis not a computer-readable storage medium and that can communicate,propagate, or transport a program for use by or in connection with aninstruction execution system, apparatus, or device. Program codeembodied on a computer-readable medium may be transmitted using anyappropriate medium, including, but not limited to, wireless, wireline,optical fiber cable, RF, etc., or any suitable combination of theforegoing.

The terms “determine,” “calculate,” “compute,” and variations thereof,as used herein, are used interchangeably and include any type ofmethodology, process, mathematical operation or technique.

Examples of the processors as described herein may include, but are notlimited to, at least one of Qualcomm® Snapdragon® 800 and 801, Qualcomm®Snapdragon® 610 and 615 with 4G LTE Integration and 64-bit computing,Apple® A7 processor with 64-bit architecture, Apple® M7 motioncoprocessors, Samsung® Exynos® series, the Intel® Core™ family ofprocessors, the Intel® Xeon® family of processors, the Intel® Atom™family of processors, the Intel Itanium® family of processors, Intel®Core® i5-4670K and i7-4770K 22 nm Haswell, Intel® Core® i5-3570K 22 nmIvy Bridge, the AMD® FX™ family of processors, AMD® FX-4300, FX-6300,and FX-8350 32 nm Vishera, AMD® Kaveri processors, Texas Instruments®Jacinto C6000™ automotive infotainment processors, Texas Instruments®OMAP™ automotive-grade mobile processors, ARM® Cortex™-M processors,ARM® Cortex-A and ARM926EJ-S™ processors, other industry-equivalentprocessors, and may perform computational functions using any known orfuture-developed standard, instruction set, libraries, and/orarchitecture.

The term “means” as used herein shall be given its broadest possibleinterpretation in accordance with 35 U.S.C., Section 112(f) and/orSection 112, Paragraph 6. Accordingly, a claim incorporating the term“means” shall cover all structures, materials, or acts set forth herein,and all of the equivalents thereof. Further, the structures, materialsor acts and the equivalents thereof shall include all those described inthe summary, brief description of the drawings, detailed description,abstract, and claims themselves.

What is claimed is:
 1. A system for vehicle charging, the systemcomprising: an electrical storage unit disposed on a charge receivingvehicle; at least one integrated charging panel in electricalcommunication with the electrical storage unit, the at least oneintegrated charging panel configured to receive a charge at a chargingsite; a charge receiving vehicle controller configured to communicatewith the charging site to determine a compatibility of the at least oneintegrated charging panel to receive charging from the charging site;wherein the at least one integrated charging panel receives a chargefrom the charging site wherein the charge receiving vehicle is charged.2. The system of claim 1, wherein the charging site further comprises acharging plate configured to provide a charge to the at least oneintegrated charging panel.
 3. The system of claim 2, wherein thecharging is induction charging.
 4. The system of claim 1, wherein thecharge receiving vehicle further comprises a vehicle database comprisingcharging compatibility data.
 5. The system of claim 1, wherein the atleast one integrated charging panel is disposed on the charge receivingvehicle at a first vehicle location comprising a door panel, a roof, ahatchback panel, a hood, a quarter panel, an undercarriage and a bumper.6. The system of claim 1, wherein the at least one integrated chargingpanel is disposed on the charge receiving vehicle at a first location,the first location not on the undercarriage.
 7. The system of claim 1,wherein the at least one integrated charging panel is configured tooperate in a plurality of states comprising a retracted state and adeployed state, wherein the at least one integrated charging panelconforms to an exterior surface shape of the charge receiving vehiclewhen in the retracted state.
 8. The system of claim 7, wherein thecharge receiving vehicle controller is configured to move the at leastone integrated charging panel between the retracted state and thedeployed state.
 9. The system of claim 7, wherein the charging sitefurther comprises a charging plate configured to provide a charge to theat least one integrated charging panel, and further comprising anactuator interconnected to the at least one integrated charging paneland to the charge receiving vehicle, wherein the actuator is configuredto maneuver the at least one integrated charging panel relative to thecharging plate.
 10. The system of claim 9, further comprising at leastone range sensor interconnected to the at least one integrated chargingpanel, the at least one range sensor configured to measure a firstmeasured distance between a first point on the at least one integratedcharging panel and a second point on the charging plate.
 11. The systemof claim 10, wherein the first point of the at least one integratedcharging panel is positioned at a selectable desired separation distancefrom the second point on the charging plate, wherein the selectabledesired separation distance is selected from a vehicle database.
 12. Thesystem of claim 11, wherein the positioning of the first point to theselectable desired separation distance is performed automatically byactuation of the actuator.
 13. The system of claim 12, wherein theactuator is configured to move the at least one integrated chargingpanel in both a vertical and a lateral direction.
 14. The system ofclaim 13, wherein the at least one integrated charging panel is aplurality of integrated charging panels.
 15. The system of claim 14,wherein the plurality of integrated charging panels are disposed on thecharge receiving vehicle at a first vehicle location comprising a doorpanel, a roof, a hatchback panel, a hood, a quarter panel, anundercarriage and a bumper.
 16. A method for vehicle chargingcomprising: providing a charge receiving vehicle comprising: anelectrical storage unit; at least one integrated charging panel inelectrical communication with the electrical storage unit, the at leastone integrated charging panel configured to receive a charge at acharging site; and a charge receiving vehicle controller configured tocommunicate with the charging site to determine a compatibility of theat least one integrated charging panel to receive charging from thecharging site; determining, by a microprocessor, if charging of theelectrical storage unit is desired; driving the charge receiving vehicleto the charging site; determining, by the microprocessor, a compatiblecharging configuration between the charge receiving vehicle and thecharging site to enable charging of the charge receiving vehicle;maneuvering, by the microprocessor, the at least one charging panel toreceive charging from the charging site; wherein the at least oneintegrated charging panel receives a charge from the charging sitewherein the charge receiving vehicle is charged.
 17. The method of claim16, wherein the charging site further comprises a charging plateconfigured to provide a charge to the at least one integrated chargingpanel.
 18. The method of claim 17, wherein the charging is inductioncharging.
 19. The method of claim 17, wherein the at least oneintegrated charging panel is disposed on the charge receiving vehicle ata first vehicle location comprising a door panel, a roof, a hatchbackpanel, a hood, a quarter panel, an undercarriage and a bumper.
 20. Themethod of claim 19, wherein the at least one integrated charging panelis configured to operate in a plurality of states comprising a retractedstate and a deployed state, wherein the at least one integrated chargingpanel conforms to an exterior surface shape of the charge receivingvehicle when in the retracted state.